Air-fuel ratio control apparatus of internal combustion engine

ABSTRACT

An air-fuel ratio control apparatus of an internal combustion engine according to the present invention is provided with oxygen storage amount estimating means, downstream exhaust air-fuel ratio detecting means, maximum oxygen storage amount estimating means, and air-fuel ratio target setting means. The oxygen storage amount estimating means estimates an oxygen storage amount of an exhaust purifying catalyst, based on a history of an oxygen adsorption/desorption amount of the exhaust purifying catalyst located on an exhaust path. The downstream exhaust air-fuel ratio detecting means is located downstream of the exhaust purifying catalyst and detects an exhaust air-fuel ratio downstream of the exhaust purifying catalyst. The maximum oxygen storage amount estimating means estimates a maximum oxygen storage amount, based on an oxygen storage amount estimate when the exhaust air-fuel ratio detected is a predetermined air-fuel ratio. This permits effective utilization of oxygen occlusion capability of the exhaust purifying catalyst and improvement in exhaust purification performance.

BACKGROUND OF THE INVENTION

[0001] 1. Field of Invention

[0002] The present invention relates to air-fuel ratio control apparatusof internal combustion engine.

[0003] 2. Description of Related Art

[0004] For purifying exhaust gas from the internal combustion engine, anexhaust purifying catalyst (three-way catalyst) is placed on the exhaustpath, an air-fuel ratio sensor is located on the exhaust path to detectthe air-fuel ratio (A/F), and feedback control is implemented so as tocontrol an air-fuel mixture toward the stoichiometric air-fuel ratio,thereby simultaneously decreasing nitrogen oxides (NOx), carbon monoxide(CO), and hydrocarbons (HC). The purification efficiency of exhaust gasemitted from the internal combustion engine is further increasedeffectively by carrying out the foregoing feedback control withaccuracy.

SUMMARY OF THE INVENTION

[0005] The inventors found that further improvement was made in thepurification efficiency of NOx, CO, and HC, noting the oxygen occlusionfunction of the exhaust purifying catalyst. An object of the presentinvention is to provide air-fuel ratio control apparatus of internalcombustion engine with superior exhaust purifying characteristics, whileeffectively making use of the oxygen occlusion function of the exhaustpurifying catalyst.

[0006] The air-fuel ratio control apparatus of the internal combustionengine according to the present invention was accomplished based on theabove finding and comprises oxygen storage amount estimating means,downstream exhaust air-fuel ratio detecting means, maximum oxygenstorage amount estimating means, and air-fuel ratio target settingmeans. The oxygen storage amount estimating means estimates an oxygenstorage amount of an exhaust purifying catalyst, based on a history ofan oxygen adsorption/desorption amount of the exhaust purifying catalystlocated on an exhaust path. The downstream exhaust air-fuel ratiodetecting means is located downstream of the exhaust purifying catalystand detects an exhaust air-fuel ratio downstream of the exhaustpurifying catalyst. The maximum oxygen storage amount estimating meansestimates a maximum oxygen storage amount, based on an oxygen storageamount estimate when the exhaust air-fuel ratio detected is apredetermined air-fuel ratio. This permits effective utilization of theoxygen occlusion capability of the exhaust purifying catalyst andimprovement in the exhaust purification performance.

[0007] Further, the apparatus may also be configured to set a target ofamount of oxygen occluded in the exhaust purifying catalyst (oxygenstorage amount), to approximately half of a maximum storage amount ofoxygen that the exhaust purifying catalyst can occlude (maximum oxygenstorage amount) and control the air-fuel ratio so as to bring the oxygenstorage amount toward this target. In this case, if the maximum oxygenstorage amount is a fixed value (or a corrected value from the fixedvalue), there will also appear situations that do not always reflect thereal maximum oxygen storage amount and there can also appearcircumstances failing to utilize the performance of the exhaustpurifying catalyst at its maximum. Therefore, improvement may be made soas to achieve further advanced purification characteristics. Theinventors also investigated it and invented more preferable apparatus asdescribed below.

[0008] In a preferable aspect, the oxygen storage amount estimatingmeans estimates the oxygen storage amount, based on a quantity of fuelsupplied into a cylinder, which is predicted according to a fuelbehavior model taking account of fuel attaching onto an internal surfaceof an intake path of the internal combustion engine. In a furtherpreferable aspect, the apparatus further comprises an upstream air-fuelratio sensor located upstream of the exhaust purifying catalyst on theexhaust path, for detecting an exhaust air-fuel ratio upstream of theexhaust purifying catalyst, and the oxygen storage amount estimatingmeans estimates the oxygen storage amount in consideration of a responsedelay of the upstream air-fuel ratio sensor.

[0009] In another preferable aspect, the oxygen storage amountestimating means estimates the oxygen storage amount, based on a passinggas flow rate of gas passing through the exhaust purifying catalyst. Instill another preferable aspect, the oxygen storage amount estimatingmeans estimates the oxygen storage amount, based on the magnitude ofchange of the air-fuel ratio of the internal combustion engine.

[0010] In a further preferable aspect, the maximum oxygen storage amountestimating means further corrects the maximum oxygen storage amountestimated, based on a passing gas flow rate of gas passing through theexhaust purifying catalyst. In another preferable aspect, the maximumoxygen storage amount estimating means further corrects the maximumoxygen storage amount estimated, based on the magnitude of change of thecontrolled air-fuel ratio.

[0011] In a further preferable aspect, the oxygen storage amountestimating means estimates the oxygen storage amount, based oncomposition of exhaust gas flowing into the exhaust purifying catalyst,which is predicted according to a combustion model. In a more preferableaspect herein, the combustion model is modified based on quality offuel. In another more preferable aspect, the combustion model ismodified according to an operational state of the internal combustionengine.

[0012] In another preferable aspect, a result of detection by thedownstream exhaust air-fuel ratio detecting means is corrected based onthe composition of exhaust gas flowing into the exhaust purifyingcatalyst. In a more preferable aspect herein, the composition of theexhaust gas is predicted according to a combustion model.

[0013] In another preferable aspect, the apparatus further comprisesabnormality determining means for determining whether the oxygen storageamount estimated is abnormal, based on the oxygen storage amountestimated and the downstream exhaust air-fuel ratio detected. In a morepreferable aspect herein, when determining that the oxygen storageamount estimated is abnormal, the abnormality determining means deletesthe old history of the oxygen storage amount and initiates newestimation of the oxygen storage amount. In a further more preferableaspect, when determining that the oxygen storage amount estimated isabnormal, the abnormality determining means modifies an oxygen occlusionamount estimation model.

[0014] In another preferable aspect, the apparatus further comprisesabnormality determining means for determining that the maximum oxygenstorage amount estimated is abnormal, when the maximum oxygen storageamount estimated by the maximum oxygen storage amount estimating meansexceeds a predetermined value.

[0015] In another preferable aspect, the apparatus further comprisescatalyst deterioration detecting means for detecting a degree ofdeterioration of the exhaust purifying catalyst, based on a change slopeof the exhaust air-fuel ratio detected by the downstream exhaustair-fuel ratio detecting means.

[0016] In another preferable aspect, a blow-by occurrence oxygen storageamount, at which a blow-by phenomenon not utilizing the oxygen occlusioncapability of the exhaust purifying catalyst fully occurs, ispreliminarily set and the oxygen storage amount is calibrated based onthe blow-by occurrence oxygen storage amount upon occurrence of theblow-by phenomenon.

[0017] In another preferable aspect, the apparatus further comprisesstorage amount target setting means for setting an oxygen storage amounttarget, based on the maximum oxygen storage estimate estimated, and thestorage amount target setting means applies forced oscillation to theoxygen storage amount target.

[0018] In another preferable aspect, the air-fuel ratio target settingmeans sets the target so as to gradually increase the amplitude of thecontrolled air-fuel ratio. In another preferable aspect, the air-fuelratio target setting means sets the target so as to gradually prolongthe cycle of the controlled air-fuel ratio.

[0019] In another preferable aspect, the apparatus further comprisesstorage amount target setting means for setting an oxygen storage amounttarget, and the storage amount target setting means sets a plurality oftargets between a minimum and a maximum of the oxygen storage amount andsets a control target by switching among the targets.

[0020] In another preferable aspect, the air-fuel ratio target settingmeans sets the target of the controlled air-fuel ratio in a lean regionimmediately after cold starting or during low-load operation of theinternal combustion engine. In another preferable aspect, the air-fuelratio target setting means sets the target of the controlled air-fuelratio in a rich region during high-load operation of the internalcombustion engine. In still another preferable aspect, the air-fuelratio target setting means sets an operation period of setting thetarget of the controlled air-fuel ratio in a rich region, beforeexecution of cutting fuel into the internal combustion engine or beforea stop of the internal combustion engine.

[0021] In another preferable aspect, the air-fuel ratio target settingmeans sets a gain of air-fuel ratio feedback control, based on theoxygen storage amount estimated by the oxygen storage amount estimatingmeans or based on the maximum oxygen storage amount estimated by themaximum oxygen storage amount estimating means.

[0022] In a further preferable aspect, the apparatus further comprisescatalyst deterioration detecting means for detecting deterioration ofthe exhaust purifying catalyst, based on output of the downstreamexhaust air-fuel ratio detecting means provided when the controlledair-fuel ratio is controlled so that the oxygen adsorption/desorptionamount goes into a range of an instantaneously occludable oxygen amountor instantaneously releasable oxygen amount in a nondeteriorated stateof the exhaust purifying catalyst. he present invention will be morefully understood from the detailed description given hereinbelow and theaccompanying drawings, which are given by way of illustration only andare not to be considered as limiting the present invention.

[0023] Further scope of applicability of the present invention willbecome apparent from the detailed description given hereinafter.However, it should be understood that the detailed description andspecific examples, while indicating preferred embodiments of theinvention, are given by way of illustration only, since various changesand modifications within the spirit and scope of the invention will beapparent to those skilled in the art from this detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

[0024]FIG. 1 is a cross-sectional view showing an internal combustionengine having an embodiment of the control apparatus of the presentinvention.

[0025]FIG. 2 is a timing chart showing change states of the oxygenstorage amount O2SUM of the exhaust purifying catalyst, target thereofO2SUMref, and output of a downstream air-fuel ratio sensor.

[0026]FIG. 3 is a flowchart of update control of the oxygen storageamount O2SUM.

[0027]FIG. 4 is a flowchart showing update control of the maximumO2SUMmax and minimum O2SUMmin of the oxygen storage amount O2SUM.

[0028]FIG. 5 is a flowchart showing update control of the targetO2SUMref of the oxygen storage amount O2SUM and calculation of acorrection factor KAF of injected fuel quantity.

[0029]FIG. 6 is a map used for determination of deterioration of theexhaust purifying catalyst.

[0030]FIG. 7 is a graph showing predicted A/F value (1).

[0031]FIG. 8 is a graph showing predicted output value (2) and predictedA/F value (1).

[0032]FIG. 9 is a graph showing detection error component (3), predictedoutput value (2), and predicted A/F value (1).

[0033]FIG. 10 is a graph showing exhaust A/F (4).

[0034]FIG. 11 is a graph showing corrected A/F (5), exhaust A/F (4),detection error component (3), and predicted A/F value (1).

[0035]FIG. 12 is a flowchart of control based on the corrected A/F (5),exhaust A/F (4), detection error component (3), predicted output value(2), and predicted A/F value (1).

[0036]FIG. 13 is a map showing the relation between passing gas flowrate Gb and correction factor Kg.

[0037]FIG. 14 is a map showing the relation between A/F change range ΔAFand correction factor Ka.

[0038]FIG. 15A is a map showing the relation between passing gas flowrate Gb and correction factor Kg(max).

[0039]FIG. 15B is a map showing the relation between passing gas flowrate Gb and correction factor Kg(min).

[0040]FIG. 16A is a map showing the relation between A/F change rangeΔAF and correction factor Ka(max).

[0041]FIG. 16B is a map showing the relation between A/F change rangeΔAF and correction factor Ka(min).

[0042]FIG. 17 is a graph showing the relation between actual exhaust A/Fand output (voltage) of A/F sensor.

[0043]FIG. 18 is a map for A/F control and detection of abnormalitybased on the relation between oxygen storage amount O2SUM and output ofthe downstream A/F sensor.

[0044]FIG. 19 is a map for detection of abnormality based on therelation between catalyst temperature and maximum oxygen storage amount.

[0045]FIG. 20A is a graph showing temporal change in the A/F sensoroutput and exhaust A/F, which shows change in the output of thedownstream A/F sensor.

[0046]FIG. 20B is a graph showing temporal change in the A/F sensoroutput and exhaust A/F, which shows change in the exhaust A/F on theupstream side of the exhaust purifying catalyst.

[0047]FIG. 21 is a map showing the relation between degree ofdeterioration of the catalyst and difference between output values ofthe downstream A/F sensor 26.

[0048]FIG. 22 is a map showing the relation between intake air flow Gaand blow-by occurrence oxygen storage amount.

[0049]FIG. 23 is a timing chart showing change states of the oxygenstorage amount O2SUM of the exhaust purifying catalyst and controltargets O2SUMref1, O2SUMref2.

[0050]FIG. 24A is a graph showing the relation between oxygen storageamount O2SUM (and maximum thereof O2SUMmax) and instantaneouslyoccludable oxygen amount Cmax.

[0051]FIG. 24B is a graph showing the relation between oxygen storageamount O2SUM (and minimum thereof O2SUMmin) and instantaneouslyreleasable oxygen amount Cmin.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

[0052] Prior to the detailed description of each embodiment, the oxygenocclusion function of exhaust purifying catalyst will be describedbriefly.

[0053] In each of the embodiments described below, as shown in FIG. 1,an exhaust purifying catalyst 19 is located on an exhaust path 7. Insome types of cars a plurality of exhaust purifying catalysts areprovided upstream and downstream on the exhaust path. Cars equipped witha multi-cylinder engine are sometimes provided with exhaust purifyingcatalysts located upstream of the position where exhaust pipes fromrespective cylinders are combined into one. For example, for an enginewith four cylinders, an exhaust purifying catalyst is located at theposition where exhaust pipes of two cylinders out of the four cylindersare combined into one and another exhaust purifying catalyst is locatedat the position where exhaust pipes of the two rest cylinders arecombined into one. In the present embodiment, one exhaust purifyingcatalyst 19 is provided downstream of the position where the exhaustpipes of the respective cylinders 3 are combined into one.

[0054] In each of the following embodiments the exhaust purifyingcatalyst 19 is a three way catalyst having the oxygen occlusionfunction. This three way catalyst contains the component of ceria (CeO₂)and so on. For the sake of these component, it can occlude (adsorb)oxygen from the exhaust gas, and also can release oxygen into theexhaust gas.

[0055] This function of the three-way catalyst is the function ofadsorbing and retaining excess oxygen existing in the exhaust gas atlean air-fuel ratios but releasing the thus adsorbed and retained oxygenat rich air-fuel ratios. During lean mixture periods the catalystadsorbs excess oxygen to reduce nitrogen oxides NOx; whereas during richmixture periods the oxygen adsorbed in the catalyst is released tooxidize CO and HC. In consequence, NOx, CO, and HC all are purified.

[0056] At this time, as described previously, if the three way catalystoccludes oxygen up to the limit of its oxygen occlusion capacity, itwill be unable to occlude any more oxygen when the exhaust A/F turnslean, and the catalyst will fail to satisfactorily purify NOx in theexhaust gas. On the other hand, if the three-way catalyst completelyreleases oxygen so as to store no oxygen at all, it will be unable torelease any more oxygen when the exhaust A/F turns rich, and it willfail to satisfactorily purify CO and HC in the exhaust gas. For thisreason, it is preferable to maintain the oxygen storage amount ready foreither lean or rich exhaust A/Fs.

[0057] In order to maintain the oxygen storage amount of the three waycatalyst in a preferred range, it is necessary to accurately keep trackof the storage amount of oxygen occluded in the three way catalyst. Theoxygen storage amount is determined by gaining amounts of oxygenoccluded and released based on the A/Fs and integrating the occludedamount and released amount. Namely, for accurately calculating theoxygen storage amount, it is necessary to obtain A/Fs accurately. It isalso needless to mention that accurate A/F feedback control can also beperformed with acquisition of accurate A/Fs.

[0058] Each of embodiments of A/F control apparatus according to thepresent invention will be described below and it is noted that the basicstructure of A/F control apparatus and the fundamentals of controlthereof are common to the embodiments. FIG. 1 shows an internalcombustion engine equipped with an A/F control apparatus having thisbasic structure.

[0059] The control apparatus of the present embodiment controls theengine (internal combustion engine) 1. The engine 1 generates drivingforce by igniting the air-fuel mixture gas in each cylinder 3 by anignition plug 2, as shown in FIG. 1. During combustion in the engine 1,air charged from the outside is guided through an intake path 4, andmixed with fuel injected from injector 5. Then air-fuel mixture gas ischarged into each cylinder 3. An intake valve 6 opens or closes betweenthe interior of each cylinder 3 and the intake path 4. The mixture afterburnt inside each cylinder 3 is discharged as exhaust gas into theexhaust path 7. An exhaust valve 8 opens or closes between the interiorof each cylinder 3 and the exhaust path 7.

[0060] A quantity of fuel contributing to combustion as supplied intoeach cylinder 3 does not always coincide with a quantity of fuelinjected from the injector 5. Major factors of this discord includeattachment of fuel onto the internal walls of cylinders 3 and intakeports or detachment from these internal walls. Namely, part of the fuelinjected attaches onto the internal walls of the cylinders 3 and intakeports, and this attaching fuel is not burnt. On the other hand, the fuelhaving attached on the internal walls of the cylinders 3 and intakeports is peeled off therefrom and burnt on certain occasions.

[0061] A throttle valve 9 for controlling the intake air volume chargedinto the cylinders 3 is provided on the intake path 4. A throttleposition sensor 10 for detecting a throttle angle of the throttle valve9 is connected to the throttle valve 9. An air bypass valve 12 foradjusting the intake air volume of air supplied through a bypass line 11into the cylinders 3 during idling (in a fully closed state of thethrottle valve 9) is also provided on the intake path 4. Further, an airflow meter 13 for detecting the intake air flow is also mounted on theintake path 4.

[0062] A crank position sensor 14 for detecting the position of thecrank shaft is mounted in the vicinity of the crank shaft of the engine1. It is also feasible to determine the position of piston 15 in eachcylinder 3 and the engine speed NE from output of the crank positionsensor 14. The engine 1 is also provided with a knock sensor 16 fordetecting knocking of the engine 1 and a water temperature sensor 17 fordetecting the temperature of cooling water.

[0063] These ignition plugs 2, injectors 5, throttle position sensor 10,air bypass valve 12, air flow meter 13, crank position sensor 14, knocksensor 16, water temperature sensor 17, and other sensors are connectedto an electronic control unit (ECU) 18 for totally controlling theengine 1, and are controlled based on signals from the ECU 18, or sendtheir detection result to the ECU 18. Also connected to the ECU 18 are acatalyst temperature sensor 21 for measuring the temperature of theexhaust purifying catalyst 19 disposed on the exhaust path 7 and a purgecontrol valve 24 for purging evaporative fuel from the interior of thefuel tank, collected by a charcoal canister 23, onto the intake path 4.

[0064] Also connected to the ECU 18 are an upstream A/F sensor 25mounted upstream of the exhaust purifying catalyst 19 and a downstreamA/F sensor 26 mounted downstream of the catalyst 19. The upstream A/Fsensor 25 is a linear A/F sensor for linearly detecting the exhaust A/Ffrom the oxygen content in the exhaust gas at the mount position. Thedownstream A/F sensor 26 is an oxygen sensor for detecting the exhaustA/F on an on-off basis from the oxygen content in the exhaust gas at themount position. Since these A/F sensors 25, 26 cannot perform accuratedetection below a predetermined temperature (activation temperature),they are heated by electrical power supplied from the ECU 18 so as toincrease the temperature thereof to the activation temperature in theearly stage.

[0065] The ECU 18 incorporates a CPU for execution of arithmetics,RAM(s) for saving various information contents such as results ofarithmetics and others, backup RAM(s) contents of which are retained bya battery, ROM(s) for storing respective control programs, and so on.The ECU 18 controls the engine 1, based on A/F, and calculates thestorage amount of oxygen occluded in the exhaust purifying catalyst 19.The ECU 18 also calculates the injection quantity of fuel injected fromthe injectors 5 and determines deterioration of the exhaust purifyingcatalyst 19 from the history of oxygen storage amount. Namely, the ECU18 controls the engine 1, e.g., based on the exhaust A/F detected andthe oxygen storage amount calculated.

[0066] The fundamental control will be described below as to thefeedback control of maintaining the oxygen storage amount of the exhaustpurifying catalyst 19 at favorable values and the deteriorationdetection control of the exhaust purifying catalyst 19 with use of thehistory of oxygen adsorption/desorption amounts by the A/F controlapparatus described above.

[0067] After the description of the fundamental control described below,each control in each embodiment will be detailed. But it is noted thateach control may be slightly different from the fundamental controldescribed below. The control of oxygen storage amount described hereinwill be explained as a foundation of these. Portions different from thisfoundation control in each control example of each embodiment will bedescribed in detail in description of each control example. Forfacilitating the description, an example of temporal changes inrespective controlled variables in this fundamental control is presentedin FIG. 2.

[0068] The oxygen storage amount O2SUM is obtained by estimating anoxygen A/D (adsorption/desorption) amount O2AD of the exhaust purifyingcatalyst 19 from the exhaust air-fuel ratio AF upstream of the exhaustpurifying catalyst 19, detected by the upstream A/F sensor 25, andintegrating it (i.e., by using the history). Let us assume here that theexhaust purifying catalyst 19 occludes oxygen during periods of theoxygen A/D amount O2AD being positive but the exhaust purifying catalyst19 releases oxygen during periods of the oxygen A/D amount O2AD beingnegative. First, the calculation of the oxygen storage amount O2SUM willbe described on the basis of the flowchart shown in FIG. 3.

[0069] In this case, the oxygen storage amount O2SUM is calculated withrespect to a datum point (O2SUM=0) at a certain point of time (e.g., atthe time of activation of ignition). Namely, the oxygen storage amountO2SUM increases during occlusion of oxygen into the exhaust purifyingcatalyst 19, but decreases during release thereof.

[0070] First, the exhaust A/F AF of input gas into the exhaust purifyingcatalyst 19 is detected by the upstream A/F sensor 25. The intake airflow Ga is also detected by the air flow meter 13. The oxygen A/D amountO2AD of oxygen occluded into or released from the exhaust purifyingcatalyst 19 is calculated from these intake air flow Ga and exhaust A/FAF, injected fuel quantity, and so on (step 100). This oxygen A/D amountO2AD can be obtained using a map in the ECU 18 or calculated using acalculation formula saved in the ECU 18.

[0071] After step 100, it is determined whether a lean flag Xlean ofdownstream exhaust A/F is on and whether the oxygen A/D amount O2ADcalculated is positive (step 110). The lean flag Xlean and rich flagXrich of the downstream exhaust A/F will be detailed later, but it isnoted here that the lean flag Xlean is on with the downstream exhaustA/F being lean, while the rich flag Xrich is on with the downstreamexhaust A/F being rich.

[0072] In step 110, when the lean flag Xlean of the downstream exhaustA/F is on, it is meant that the exhaust A/F of output gas from theexhaust purifying catalyst 19 is lean and the oxygen amount is surplus.When the oxygen A/D amount O2AD is positive, the present status can besaid to be that the input gas into the exhaust purifying catalyst 19contains oxygen that can be occluded (hereinafter referred to asoccludable oxygen). Accordingly, when step 110 ends up with yes, thoughthe input gas into the exhaust purifying catalyst 19 contains occludableoxygen, the exhaust purifying catalyst 19 is in a state in which it hasalready occluded oxygen to the limit and is able to occlude no moreoxygen.

[0073] For this reason, when step 110 ends up with yes, this routine isimmediately terminated, without updating the oxygen storage amount O2SUMof the exhaust purifying catalyst 19. If the oxygen storage amount O2SUMwere updated in spite of yes in step 110, it would be assumed that thecatalyst occluded oxygen that it was actually unable to occlude.Therefore, the update of the oxygen storage amount O2SUM is inhibited.When step 110 ends up with no, it is then determined whether the richflag Xrich of the downstream exhaust A/F is on and whether the oxygenAID amount O2AD calculated is negative (step 120).

[0074] The status wherein the rich flag Xrich of the downstream exhaustA/F is on, means that the exhaust A/F of output gas from the exhaustpurifying catalyst 19 is rich and the oxygen amount is insufficient.With the oxygen A/D amount O2AD being negative, it can be mentioned thatthe system is in such a state that the exhaust A/F of input gas into theexhaust purifying catalyst 19 is rich and that the exhaust gas is to bepurified by releasing oxygen occluded in the exhaust purifying catalyst19. Accordingly, when step 120 ends up with yes, though the input gasinto the exhaust purifying catalyst 19 is in the state to be purified byoxygen released from the exhaust purifying catalyst 19, the exhaustpurifying catalyst 19 is in a state in which it has already released alloxygen up and is unable to release any more oxygen.

[0075] For this reason, when step 120 ends up with yes, the oxygenstorage amount O2SUM of the exhaust purifying catalyst 19 is not updatedfurther more. If the oxygen storage amount O2SUM were updated with yesin step 120, it would be assumed that the catalyst released oxygen thatit was actually unable to release. Therefore, the update of the oxygenstorage amount O2SUM is inhibited in this way. When step 120 also endsup with no, the exhaust purifying catalyst 19 is neither in the statewherein it has already occluded oxygen fully in spite of the existenceof occludable oxygen in the input gas nor in the state wherein it hasalready released oxygen fully in spite of the necessity for release ofoxygen as described above. Therefore, the oxygen storage amount O2SUM isupdated using the oxygen A/D amount O2AD calculated (step 130).

[0076] By updating the oxygen storage amount O2SUM, using the oxygen AIDamount O2AD in this way (while the update is inhibited with yes in step110 or in step 120), it is feasible to always estimate the amount ofoxygen occluded in the exhaust purifying catalyst 19 accurately. Thehistory of the oxygen storage amount O2SUM created in this way isillustrated in the upper part of the timing chart of FIG. 2. The oxygenstorage amount O2SUM thus sequentially updated is saved in the ECU 18.

[0077] Next, calculation of maximum O2SUM max and minimum O2SUMmin ofthe oxygen storage amount O2SUM will be described on the basis of theflowchart shown in FIG. 4.

[0078] Since the oxygen storage amount O2SUM is based on the datum pointat a certain point of time as described above, the maximum O2SUMmax andminimum O2SUMmin are also based on the datum point at this point of timein the present embodiment. At the point of time when the datum point(O2SUM=0) of the oxygen storage amount O2SUM is defined, O2SUMmax=0 andO2SUMmin=0.

[0079] First, as shown in the lower part in the timing chart of FIG. 2,it is determined whether the output voltage VO2 of the downstream A/Fsensor 25 is less than a preset lean threshold Vlean (specifically, 0.3V in this example) (step 200). When the output voltage VO2 is less thanthe lean threshold Vlean, the exhaust purifying catalyst 19 has alreadyoccluded oxygen up to the limit of oxygen occlusion capacity and is thusconsidered to be in a state in which it cannot occlude any more oxygen.For this reason, when step 200 ends up with yes, it is assumed that theoxygen storage amount O2SUM has reached the upper limit and the oxygenstorage amount O2SUM at that time is saved as the maximum O2SUMmax inthe ECU 18. As for the flags indicating the states of the downstreamexhaust A/F of the exhaust purifying catalyst 19, the lean flag Xlean isset to on and the rich flag Xrich to off (step 210).

[0080] When step 200 ends up with no, it is determined whether theoutput voltage VO2 of the downstream A/F sensor 25 is over a preset richthreshold Vrich (specifically, 0.7 V herein) (step 220). When the outputvoltage VO2 is over the rich threshold Vrich, the exhaust purifyingcatalyst 19 stores no oxygen and is considered to be in a state in whichit cannot release any more oxygen. For this reason, when step 220 endsup with yes, it is assumed that the oxygen storage amount O2SUM hasreached the lower limit and the oxygen storage amount O2SUM at that timeis saved as the minimum O2SUMmin in the ECU 18. As for the flagsindicating the states of the downstream exhaust A/F of the exhaustpurifying catalyst 19, the lean flag Xlean is set to off and the richflag Xrich to on (step 230).

[0081] When step 220 ends up with no, the output voltage VO2 of thedownstream A/F sensor 25 is between the lean threshold Vlean and therich threshold Vrich (Vlean □ VO2 □ Vrich) and thus the exhaust A/F ofoutput gas from the exhaust purifying catalyst 19 can be regarded asneither lean nor rich and as near the stoichiometric air-fuel ratio. Inthis case, the lean flag Xlean and rich flag Xrich are set both to off(step 240).

[0082] As described above, the history of oxygen storage amount O2SUM issequentially updated and the maximum O2SUMmax and minimum O2SUMmin areupdated based on this history and the output of the downstream A/Fsensor 25. Therefore, the maximum oxygen amount that the exhaustpurifying catalyst 19 can occlude (maximum oxygen storage amount) can beobtained by calculating the difference (O2SUMmax−O2SUMmin) between themaximum O2SUMmax and the minimum O2SUMmin. The maximum oxygen storageamount (O2SUMmax−O2SUMmin) of the exhaust purifying catalyst 19 variesdepending upon the temperature of the exhaust purifying catalyst 19 andother factors, but it is always maintained at optimum, because themaximum O2SUMmax and minimum O2SUMmin are always updated.

[0083] The basic control of setting a target O2SUMref of the oxygenstorage amount O2SUM from the foregoing maximum O2SUMmax and minimumO2SUMmin will be described below. The control of calculating acorrection factor KAF used in control of fuel injection from this targetO2SUMref will also be described below. The flowchart showing thiscontrol is presented in FIG. 5.

[0084] It is first determined whether the intake air flow Ga detected bythe air flow meter 13 is less than a preset threshold G1 and whether theengine speed NE detected by the crank position sensor 14 is less than apreset threshold N1 (step 300). When step 300 ends up with yes, it canbe judged that the engine 1 is operating in a low load region in thefeedback control range of injected fuel quantity based on the oxygenstorage amount O2SUM. In this case, the target O2SUMref of the oxygenstorage amount O2SUM is set to an average (O2SUMmax+O2SUMmin)/2 of themaximum O2SUMmax and minimum O2SUMmin (step 310).

[0085] These arithmetic steps are carried out in the ECU 18. By settingthe target O2SUMref in this way, an oxygen occlusion margin and anoxygen release margin of the exhaust purifying catalyst 19 can be madeapproximately equal to each other and the target is set in a state inwhich the catalyst is equally ready for both the oxygen occludingsituation and the oxygen releasing situation.

[0086] On the other hand, when step 300 ends up with no, it can bejudged that the engine 1 is operating in a high load region in thefeedback control range of injected fuel quantity based on the oxygenstorage amount O2SUM of the exhaust purifying catalyst 19. In this case,the target O2SUMref of the oxygen storage amount O2SUM is set to a valuecloser to the minimum O2SUMmin from the foregoing average(O2SUMmax+O2SUMmin)/2 (step 320). In this example, the target O2SUMrefis calculated according to (O2SUMmax×0.4+O2SUMmin×0.6). The followingwill describe why the target O2SUMref is set to the value closer to theminimum O2SUMmin in the high load region in the feedback control range.

[0087] While the engine 1 is operating in this high load region, theamount of NOx in the exhaust gas is larger than during the operation inthe low load region. For this reason, once the exhaust purifyingcatalyst 19 has occluded oxygen fully to go into the state capable ofoccluding no more oxygen, it will be harder to reduce NOx by the exhaustpurifying catalyst 19, so that the catalyst will fail to purify NOxsatisfactorily. For this reason, the oxygen occlusion margin of theexhaust purifying catalyst 19 is set larger in a high load region in thefeedback control range (i.e., the target O2SUMref is set to the valuecloser to the minimum O2SUMmin), whereby the exhaust purifying catalyst19 is prevented from occluding oxygen fully to go into the state capableof occluding no more oxygen and whereby NOx are purified securely.

[0088] After the target O2SUMref is set in step 310 or in step 320, thenext step is carried out to calculate a deviation O2SUMer between theoxygen storage amount O2SUM and the target O2SUMref at that point (step330). Then the correction factor KAF used in the control of fuelinjection is determined from a map stored in the ECU 18, based on thisdeviation O2SUMer (step 340). By correcting the injected fuel quantityusing this correction factor KAF, the oxygen storage amount O2SUM of theexhaust purifying catalyst 19 is feedback-controlled toward the targetO2SUMref.

[0089] The injection quantity of fuel actually injected by the injectors5 (or open time of the injectors 5) TAU is determined according to thefollowing equation in the ECU 18.

TAU=TAUP×KAF×α+β

[0090] In this equation TAUP represents a basic fuel injection quantitydetermined from the intake air flow Ga and the engine speed NE. Thefinal fuel injection quantity TAU is determined by correcting this basicfuel injection quantity TAUP, using the foregoing correction factor KAFconcerning the feedback control of oxygen storage amount O2SUM and othervarious correction factors α, β. An A/F feedback factor FAF is wellknown as an example of the foregoing correction factors α, β.

[0091] The intake A/F into the engine 1 is regulated by controlling thisfuel injection quantity TAU. The detailed description of the factors a,P is omitted herein. By correcting the injected fuel quantity using thecorrection factor KAF in this way, the oxygen storage amount O2SUM ofthe exhaust purifying catalyst 19 is feedback-controlled toward thetarget O2SUMref.

[0092] In this example, since the history of oxygen storage amount O2SUMis updated with respect to the datum point (O2SUM=0) as the oxygenstorage amount O2SUM at a certain point, the oxygen storage amount O2SUMcan be positive or negative relative to this datum point. When theoxygen storage amount O2SUM is updated on the positive side and on thenegative side and the target O2SUMref is set near the average of themaximum O2SUMmax and the minimum O2SUMmin, this target O2SUMref may beset near the datum point (O2SUM=0) and is kept from largely varying,which is preferable in terms of control.

[0093] It is also feasible to perform determination of deterioration ofthe exhaust purifying catalyst 19, using the foregoing maximum O2SUMmaxand minimum O2SUMmin. The maximum oxygen storage amount(O2SUMmax−O2SUMmin) of the exhaust purifying catalyst 19 will decreasebecause of the deterioration. And the maximum oxygen storage amount(O2SUMmax−O2SUMmin) at a certain point increases as the temperaturethereof becomes higher. Therefore, a map is made as illustrated in FIG.6, and the maximum oxygen storage amount (O2SUMmax−O2SUMmin) under acertain temperature is calculated and plotted in FIG. 6. If it isplotted in the region of “normal,” it can be determined that the exhaustpurifying catalyst 19 has not deteriorated yet. If it is plotted in theregion of “deteriorated,” it can be determined that the maximum oxygenstorage amount (O2SUMmax−O2SUMmin) is lowered and the catalyst hasdeteriorated.

[0094] The ECU 18 and upstream A/F sensor 25 function as the oxygenstorage amount estimating means for estimating the oxygen storage amountO2SUM and also function as the maximum oxygen storage amount estimatingmeans for estimating the maximum oxygen storage amount(O2SUMmax−O2SUMmin). The downstream A/F sensor 26 functions as thedownstream exhaust A/F detecting means. Further, the ECU 18 alsofunctions as the A/F target setting means for setting the target ofcontrolled A/F.

[0095] Now each of embodiments will be described below. The A/F controlapparatus in either of the embodiments described below is provided withthe oxygen storage amount estimating means, downstream exhaust A/Fdetecting means, maximum oxygen storage amount estimating means, and A/Ftarget setting means. The oxygen storage amount estimating meansestimates the oxygen storage amount O2SUM of the exhaust purifyingcatalyst 19, based on the history of oxygen A/D amount O2AD of theexhaust purifying catalyst 19 located on the exhaust path 7 of theinternal combustion engine 1. The downstream exhaust A/F detecting meansis located downstream of the exhaust purifying catalyst 19 and detectsthe exhaust A/F AF at the downstream position of the exhaust purifyingcatalyst 19. The maximum oxygen storage amount estimating meansestimates the maximum oxygen storage amount (O2SUMmax−O2SUMmin), basedon an oxygen storage amount estimate when the exhaust A/F AF detected isa predetermined A/F. This basic part is common to all the embodimentsbelow.

[0096] First described is an embodiment in which the oxygen storageamount estimating means estimates the oxygen storage amount O2SUM, basedon the quantity of fuel supplied into the cylinders 3, which ispredicted by a fuel behavior model taking account of the fuel attachingonto the internal surfaces of the exhaust path of the internalcombustion engine 1. In the present embodiment, the apparatus is furtherprovided with the upstream exhaust A/F sensor 25 for detecting theupstream exhaust A/F upstream of the exhaust purifying catalyst 19 andthe oxygen storage amount estimating means estimates the oxygen storageamount O2SUM in consideration of response delay of the upstream A/Fsensor 25.

[0097] In the present embodiment, the fuel quantity expected to actuallycontribute to combustion is predicted according to a fuel behavior modeland the oxygen storage amount O2SUM is accurately estimated basedthereon. In addition thereto, the response delay of the upstream A/Fsensor 25, which detects the upstream exhaust A/F upstream of theexhaust purifying catalyst 19, is taken into account, whereby the oxygenstorage amount is estimated more accurately.

[0098] Referring to the graphs of FIG. 7 to FIG. 9, the outline ofcontrol by this control unit will be described below. As shown in FIG.7, the A/F in the cylinders 3 is predicted (as predicted A/F value (1))from various parameters of the engine 1. The air-fuel ratio (A/F) is aratio of air to fuel. The volume of air can be detected as an intake airflow Ga by the air flow meter 13 (there is another way to detect it fromthe intake-pipe vacuum). On the other hand, as to the fuel quantity, allthe fuel injected by the injectors 5 does not contribute to thecombustion as it is, as described previously.

[0099] Thus the quantity of fuel actually contributing to combustion assupplied into the cylinders 3 (burnt fuel quantity) is calculated fromthe quantity of fuel injected by the injectors 5, in consideration ofthe quantity of fuel attaching onto the internal walls of the cylinders3 and intake ports, the quantity of fuel peeling off among the fuelalready attaching on the internal walls of the cylinders 3 and intakeports, and so on. The predicted A/F value (1) is calculated from theintake air flow Ga and the burnt fuel quantity. Here a model of behaviorof fuel is made from the behavior of the fuel attaching on the internalsurfaces of the intake path 4 and the fuel peeling off from the internalsurfaces of the intake path 4 and will be called a fuel behavior model.As described above, the fuel quantity actually contributing tocombustion (burnt fuel quantity) can be predicted from such a fuelbehavior model.

[0100] In the next place, as shown in FIG. 8, an output value expectedto be outputted from the upstream A/F sensor 25 is predicted (aspredicted output value (2)) from the predicted A/F value (1). Theproperty of the upstream A/F sensor 25 can be preliminarily graspedabout how the sensor acts. Then the predicted output value (2) is apredicted output as a detection result of the upstream A/F sensor 25 inconsideration of the foregoing property of the upstream A/F sensor 25when it is predicted that combustion takes place at the predicted A/Fvalue (1).

[0101] The property of the upstream A/F sensor 25 is, for example, aresponse delay property. As far as the upstream A/F sensor 25 is asensor, there is a limit to its response. This property produces anerror in output of the sensor, but this property can be preliminarilygrasped as a property intrinsic to the sensor. By taking this error intoaccount, it is also feasible to obtain a value without the error fromthe actual sensor output.

[0102] In the present embodiment, however, the output value expected tobe actually outputted from the sensor (predicted output value (2)) ispredicted from the predicted value without error (predicted A/F value(1)) in consideration of the error specific to the sensor to thecontrary. Here the detection error component (3) is obtained bycalculating the difference between the predicted A/F value (1) and thepredicted output value (2), as shown in FIG. 9. FIG. 7 to FIG. 9 showthe example where the predicted A/F value (1) is leaner than thepredicted output value (2), but the predicted A/F value (1) can also bericher than the predicted output value (2) in some cases. Namely, thedetection error component (3) can be either positive or negative.

[0103] On the other hand, as shown in FIG. 10, the upstream A/F sensor25 also detects the exhaust A/F (4) of the exhaust gas flowing into theexhaust purifying catalyst 19, in parallel to the foregoing calculationof predicted A/F value (1), predicted output value (2), and detectionerror component (3). The exhaust A/F (4) detected includes the detectionerror of the upstream A/F sensor 25. Then the detection error component(3) is added to this detected exhaust A/F (4) as shown in FIG. 11,whereby a corrected A/F (5) can be obtained based on the correction bythe error component. Since the detection error component (3) can not beonly positive but also be negative as described previously, there arealso actual cases wherein the detection error component (3) issubtracted from the exhaust A/F (4).

[0104] This corrected A/F (5) can be regarded as a true A/F based on thecorrection by the detection error component of the upstream A/F sensor25. When the A/F feedback control is carried out according to thiscorrected A/F (5), it is feasible to further reduce the evolution ofnitrogen oxides NOx, carbon monoxide CO, and hydrocarbons HC in theexhaust gas. By purifying the nitrogen oxides NOx, carbon monoxide CO,and hydrocarbons HC in the exhaust gas while making use of the foregoingoxygen occlusion function of the exhaust purifying catalyst 19, theoxygen storage amount of the exhaust purifying catalyst 19 can beaccurately calculated using this corrected A/F (5) and the nitrogenoxides NOx, carbon monoxide CO, and hydrocarbons HC in the exhaust gascan be purified more effectively.

[0105] The predicted A/F value (1) and the corrected A/F (5) can discordfrom each other. This is because the predicted A/F value (1) is theair-fuel ratio of the mixture in the cylinders 3 while the corrected A/F(5) is the air-fuel ratio of the exhaust gas flowing into the exhaustpurifying catalyst 19, because there is a detection error of intake airflow, and so on. However, since the detection error component (3) isquantitatively obtained as the difference between the predicted A/Fvalue (1) and the predicted output value (2) and then is applied, thedifference between the predicted A/F value (1) and the corrected A/F (5)as described will pose no problem.

[0106] In the control described above, the detection error component (3)may be applied to the exhaust A/F (4) after completion of the entirecalculation throughout the range of the period a to b (see FIG. 9), butit may be applied to the exhaust A/F (4) in order as calculated from thetime a. Namely, in this latter case, the calculation process of thedetection error component (3) and the application process of thecalculated detection error component (3) to the exhaust A/F (4) arecarried out in parallel in the period a to b.

[0107] The predicted A/F value (1), predicted output value (2), anddetection error component (3) are predicted with attention on thecombustion in the cylinders 3, whereas the exhaust A/F (4) and correctedA/F (5) concern the exhaust gas flowing into the exhaust purifyingcatalyst 19. For this reason, a time lag due to movement of the exhaustgas from the cylinders 3 to the exhaust purifying catalyst 19 can bereflected between the predicted A/F value (1) and the corrected A/F (5).

[0108] The above-stated control will be described below, based on theflowchart shown in FIG. 12.

[0109] The following provides meanings of respective symbols in thedescription below.

[0110] AFbe: predicted A/F value (1) (burnt A/F in the cylinders 3)

[0111] AFre: predicted output value (2) (predicted output value from thesensor, based on (1))

[0112] AFerr: detection error component (3) (predicted detection errorvalue of the sensor)

[0113] AF: exhaust A/F (4) (output value of the sensor upstream of thecatalyst)

[0114] AFr: corrected A/F (5) (corrected A/F upstream of the catalyst)

[0115] Etemp: engine temperature (temperature at the internal walls ofthe cylinders and ports)

[0116] KL: load factor (%)

[0117] Fcr: burnt fuel quantity

[0118] Fw: attaching fuel quantity

[0119] P: residual percentage of attaching fuel

[0120] Fi: injected fuel quantity

[0121] R: attachment percentage of injected fuel

[0122] Gn: intake air volume (g/rev)

[0123] Ga: intake air flow (g/sec)

[0124] Taf: response time constant of the A/F sensor

[0125] First, the upstream A/F sensor 25 detects the A/F of the exhaustgas upstream of the exhaust purifying catalyst 19, i.e., the exhaust A/F(4) and it is temporarily saved, e.g., in the RAM in the ECU 18 [step10]. Then the parameters P, R are determined based on the foregoing fuelbehavior model in order to calculate the burnt fuel quantity Fcr [step20]. In the present embodiment the fuel behavior model is determined inconsideration of the foregoing fuel attachment and peeling-off ofattaching fuel. The fuel behavior model for the prediction of burnt fuelquantity may further involve the behavior of the fuel except for theattaching and peeling fuel.

[0126] The foregoing parameters P, R concern the attaching and peelingfuel and the parameter P indicates what percentage of fuel remainsattaching without being peeled off among the already attaching fuel.Namely, the parameter P indicates the residual percentage of attachingfuel and (1−P) indicates a rate of peeling fuel contributing tocombustion among the already attaching fuel. On the other hand, theparameter R indicates what percentage of fuel attaches onto the internalwalls of the cylinders 3 and intake ports among the fuel injected by theinjectors 5. Namely, the parameter R is the attachment percentage ofinjected fuel and (1−R) represents a rate of fuel contributing tocombustion without attaching onto the internal walls of the cylinders 3and intake ports.

[0127] These parameters P, R are determined from the engine temperatureEtemp and the load factor KL. The engine temperature Etemp is used as atemperature representing those at the internal walls of the cylinders 3and intake ports. The reason is that the fuel attachment amount and fuelpeeling amount largely depend upon the temperatures at the internalwalls of the cylinders 3 and intake ports. The engine temperature Etempis determined from the detection result of the water temperature sensor17 herein. The load factor KL is determined from the rate of intake airflow to maximum intake air flow. The ECU 18 has a map concerning theseparameters P, R and determines the parameters P, R according to the map,based on the detected engine temperature Etemp and load factor KL.

[0128] Then the ECU 18 calculates the burnt fuel quantity Fcr actuallycontributing to the combustion in the cylinders 3, using the parametersP, R thus calculated [step 30]. It is calculated using Equation[Fcr=(1−P)□Fw+(1−R)Fi]. Here the attaching fuel quantity Fw is obtainedby integration using the prior injected fuel quantity Fi and parameter R(attachment percentage). Since the ECU 18 controls the injectors 5, theECU 18 itself keeps track of the injected fuel quantity Fi.

[0129] Then the ECU 18 calculates the predicted A/F value AFbe (1) ofthe mixture burnt in the cylinders 3 from the burnt fuel quantity Fcrcalculated and the intake air flow detected by the air flow meter 13[step 40]. The intake air flow Gn used herein is the volume of air percombustion. The predicted A/F value AFbe is calculated using Equation[AFbe=Gn/Fcr]. Through this step, the air-fuel ratio of the mixtureactually burnt in the cylinders 3 is predicted as the predicted A/Fvalue AFbe (1).

[0130] Then the ECU 18 calculates the response time constant Taf of theupstream A/F sensor 25 [step 50]. This response time constant Taf isdetermined from the intake air flow. The engine intake air flow isdetected by the air flow meter 13 and the intake air flow Ga used hereinis the quantity of air per unit time (sec) (in units of g/sec). The ECU18 has a map concerning the response time constant Taf and determinesthe response time constant Taf according to the map, based on the intakeair flow Ga detected.

[0131] Next, the ECU 18 calculates the predicted output value AFre (2)of the upstream A/F sensor 25, using the above-stated response timeconstant Taf [step 60]. In the present embodiment the error property dueto the response delay is taken into account as the property of theupstream A/F sensor 25. For this reason, the response time constant Tafis used to predict the output including the response delay in thedetection of the predicted A/F value AFbe (1) by the upstream A/F sensor25. The predicted output value is calculated using Equation[AFre(current value)=AFre(previous value)+{AFbe−AFre(currentvalue)}/Taf].

[0132] Then the ECU calculates the detection error component AFerr (3)of the upstream A/F sensor 25 from the foregoing, predicted A/F valueAFbe (1) and predicted output value AFre (2) [step 70]. In the presentembodiment, since the detection error property due to the response delayis taken into account as the property of the upstream A/F sensor 25 asdescribed above, the detection error component AFerr (3) in the presentembodiment can also be said as a response delay component. The detectionerror component is calculated using Equation [AFerr=AFbe−AFre].

[0133] Then the ECU corrects the exhaust A/F (4) detected by theupstream A/F sensor 25, using the detection error component AFerr (3),to calculate the corrected A/F AFr (5) [step 80]. The exhaust A/F (4)detected by the upstream A/F sensor 25 includes the aforementioned errordue to the response delay and this error component can be assumed to becalculated as the detection error component AFerr (3). Thus thecorrected A/F AFr (5) is calculated using Equation [AFr=AF+AFerr] fromthe detection error component AFerr (3) and the exhaust A/F (4). Thispermits the air-fuel ratio without the error associated with the exhaustgas flowing into the exhaust purifying catalyst 19 to be obtained as thecorrected A/F AFr (5).

[0134] Using the corrected A/F AFr (5) based on the correction by theerror component, the control based on A/F such as the A/F feedbackcontrol is effected on the engine 1, whereby nitrogen oxides NOx, carbonmonoxide CO, and hydrocarbons HC in the exhaust gas can be controlledwell. Then the ECU determines the amount of oxygen occluded or released(i.e., adsorbed or desorbed) into or out of the exhaust purifyingcatalyst 19, based on the corrected A/F AFr (5) thus calculated, andthis oxygen adsorption/desorption (A/D) amount is integrated (i.e., thehistory of oxygen A/D amount is used), whereby the oxygen storage amountof oxygen occluded in the exhaust purifying catalyst 19 can be graspedaccurately [step 90]. This enables the oxygen occlusion function to beeffectively utilized, thereby permitting more effective purification ofnitrogen oxides NOx, carbon monoxide CO, and hydrocarbons HC in theexhaust gas.

[0135] As described above, the more accurate A/F during combustion ispredicted as the predicted A/F value AFbe (1) herein and from thispredicted A/F value AFbe (1) and the property of the upstream A/F sensor25 (the property such as the response delay), it is predicted as thepredicted output value AFre (2) what output will be given from theupstream A/F sensor 25 if combustion is actually done at the predictedA/F value AFbe (1). Further, the difference between the predicted A/Fvalue AFbe (1) and the predicted output value AFre (2) is obtained asthe detection error component AFerr (3) and this is added to the exhaustA/F (4) as the actual output of the upstream A/F sensor 25 to calculatethe corrected A/F AFr (5).

[0136] Through this operation, the air-fuel ratio of the exhaust gasflowing into the exhaust purifying catalyst 19 is obtained moreaccurately as the corrected A/F AFr (5), whereby the control can beperformed with better response. Namely, the present embodiment permitsthe control to be performed with excellent response, different from theconfiguration wherein the response delay is compensated for based onchange in the output of the upstream A/F sensor 25.

[0137] In this embodiment the ECU 18 compares the predicted output valueAFre (2) with the exhaust A/F (4), thereby learning the property of theupstream A/F sensor 25. This property of the upstream A/F sensor 25 isused in calculation of the predicted output value AFre (2) and needs tobe preliminarily matched therewith. However, it finely changes with alapse of time. The property can also possibly change because of depositstemporarily attaching on the upstream A/F sensor 25. Then theaforementioned learning is conducted in order to maintain the matchingwith such change of the property. This permits the property of theupstream A/F sensor 25 to always maintain accurate matching, whereby theengine 1 can be controlled with accuracy.

[0138] In this embodiment the ECU further determines the deteriorationof the upstream A/F sensor 25, using the learned value obtained as aresult of the learning about the property of the upstream A/F sensor 25.The learned value about the property of the upstream A/F sensor 25reflects the relation between the predicted output and the actualoutput. When the upstream A/F sensor 25 deteriorates, a state of thedeterioration is reflected in the learned value. Namely, the state ofdeterioration of the upstream A/F sensor 25 can be determined from thelearned value.

[0139] In the present embodiment the oxygen storage amount was estimatedby use of the fuel behavior model and the A/F sensors 25, 26 in order totake account of the response delay of the A/F sensors 25, 26(especially, of the upstream A/F sensor 25). The present embodiment,however, also involves a case in which the oxygen storage amount isestimated without use of such means for actually detecting A/F. In thiscase, it is contemplated that the oxygen storage amount is estimatedfrom the exhaust A/F predicted based on the fuel behavior model. Forexample, the exhaust A/F is predicted from only various state quantitiessuch as the cooling water temperature, exhaust gas temperature, intakeair temperature, intake air flow, and injected fuel quantity, and theoxygen storage amount can be estimated based thereon.

[0140] Described next is an embodiment in which the oxygen storageamount estimating means estimates the oxygen storage amount, based onthe passing gas flow rate of gas passing through the exhaust purifyingcatalyst. Another embodiment wherein the oxygen storage amountestimating means estimates the oxygen storage amount, based on themagnitude of A/F change of the internal combustion engine, will also bedescribed along with the foregoing embodiment.

[0141] In the present embodiment, the oxygen storage amount is estimatedfurther more accurately by taking account of the passing gas flow rateof gas passing through the exhaust purifying catalyst utilizing theoxygen occlusion capability. The oxygen storage amount is estimatedfurther more accurately by taking account of the change range from thestoichiometric air-fuel ratio.

[0142] When the exhaust gas flowing into the exhaust purifying catalyst19 is lean, the exhaust purifying catalyst 19 occludes oxygen to reducenitrogen oxides NOx in the exhaust gas, as described above. On the otherhand, when the exhaust gas flowing into the exhaust purifying catalyst19 is rich, the exhaust purifying catalyst 19 releases oxygen to oxidizecarbon monoxide CO and hydrocarbons HC in the exhaust gas. Thesereactions take place during passage of the exhaust gas through theexhaust purifying catalyst 19.

[0143] Here the passing speed becomes high at large passing gas flowrates of gas passing through the exhaust purifying catalyst 19 and thereis a possibility that the exhaust gas passes through the exhaustpurifying catalyst 19 before oxygen in the exhaust gas is fully used inthe purification reaction. There is also the reverse case wherein thepassing speed becomes high at large passing gas flow rates of gaspassing through the exhaust purifying catalyst 19 and the exhaust gasyet unpurified passes through the exhaust purifying catalyst 19 thoughoxygen available for the purification of exhaust gas still remains inthe exhaust purifying catalyst 19 (e.g., oxygen occluded at corners ofthe exhaust purifying catalyst 19 is harder to contribute to thepurification reaction). These phenomena will be expressed as “blow-by”hereinafter.

[0144] The purification reaction rate and purification efficiency in thestate of exhaust gas close to the stoichiometric air-fuel ratio aredifferent from those in the sufficiently lean or rich state of exhaustgas. For this reason, there can also occur situations wherein theexhaust gas passes through the exhaust purifying catalyst 19 before thecomplete end of the reaction, depending upon the exhaust A/F, andwherein the catalyst fails to purify the exhaust gas well though the gascan be satisfactorily purified at different exhaust A/Fs. Thisphenomenon will also be expressed hereinafter as “blow-by.”

[0145] With occurrence of blow-by, the oxygen A/D amount O2AD canpossibly include an error and thus the oxygen storage amount O2SUMcannot be estimated accurately. Therefore, consideration is given to thepassing gas flow rate Gb of gas passing through the exhaust purifyingcatalyst 19 and the A/F change range ΔAF on the occasion of calculatingthe oxygen storage amount O2SUM of oxygen occluded in the exhaustpurifying catalyst 19 by use of the oxygen A/D amount O2AD.Specifically, on the occasion of the calculation of the oxygen A/Damount O2AD, the passing gas flow rate Gb in the exhaust purifyingcatalyst 19 is detected and a correction factor Kg according to thispassing gas flow rate Gb is found from a map in the ECU 18.

[0146] In the present embodiment the passing gas flow rate Gb isdetected from the intake air flow Ga detected by the air flow meter 13and the aperture of the throttle valve 9 detected by the throttleposition sensor 10. It can also be contemplated that a flowmeterdedicated for the detection of the passing gas flow rate Gb is locatedupstream of the exhaust purifying catalyst 19. The upstream A/F sensor25 detects the exhaust A/F AF of exhaust gas flowing into the exhaustpurifying catalyst 19 and the A/F change range ΔAF (=AFst−AF) isdetermined from the difference between the theoretical A/F AFst and theexhaust A/F AF. Then a correction factor Ka according to this A/F changerange ΔAF is found from a map in the ECU 18.

[0147] A map showing the relation between the passing gas flow rate Gband the correction factor Kg is presented in FIG. 13. A map showing therelation between the A/F change range ΔAF and the correction factor Kais also presented in FIG. 14. The oxygen A/D amount O2AD is correctedaccording to the following equation.

O2AD (corrected value)←O2AD (calculated value)×Kg×Ka

[0148] This correction is preferably carried out immediately after step100 of the flowchart shown in FIG. 3. The exhaust A/F AF for thecalculation of the passing gas flow rate Gb and the A/F change range ΔAFis detected by reading in a measurement from each sensor immediatelybefore the correction.

[0149] By using the oxygen A/D amount O2AD thus corrected, it isfeasible to estimate the more accurate oxygen storage amount O2SUM. Theoxygen A/D amount O2AD may be corrected more accurately with furtherconsideration to the temperature of the exhaust purifying catalyst 19,as shown in FIG. 13 and FIG. 14. This permits the oxygen storage amountO2SUM to be estimated accurately, based on the accurate oxygen A/Damount O2AD. Since the oxygen storage amount O2SUM is estimatedaccurately, this configuration further includes such an aspect that themaximum oxygen storage amount (O2SUMmax−O2SUMmin) estimated therefrombecomes more accurate.

[0150] Next described is an embodiment in which the maximum oxygenstorage amount estimating means further corrects the maximum oxygenstorage amount estimated, based on the passing gas flow rate of gaspassing through the exhaust purifying catalyst. Also described inconnection therewith is an embodiment in which the maximum oxygenstorage amount estimating means further corrects the maximum oxygenstorage amount estimated, based on the magnitude of change of controlledA/F.

[0151] In the present embodiment, the maximum oxygen storage amount isestimated further more accurately by giving consideration to the passinggas flow rate of gas passing through the exhaust purifying catalystmaking use of the oxygen storage capability. The maximum oxygen storageamount is also estimated further more accurately by giving considerationto the change range from the stoichiometric air-fuel ratio.

[0152] The foregoing embodiment using the correction factors Ka, Kgconcerned the estimation of the oxygen storage amount O2SUM, whereas thepresent embodiment concerns the estimation of the maximum oxygen storageamount (O2SUMmax−O2SUMmin). Since the velocity is high at large passinggas flow rates, the oxygen occluded, e.g., at the comers of the exhaustpurifying catalyst 19 is harder to contribute to the purificationreaction of nitrogen oxides NOx, carbon monoxide CO, and hydrocarbons HC(or is resistant to release), as described previously. Further, it isharder for oxygen in the exhaust gas to be occluded at the comers andthe like of the exhaust purifying catalyst 19, because the velocity ishigh at large passing gas flow rates. Namely, the maximum oxygen storageamount (O2SUMmax−O2SUMmin) of the exhaust purifying catalyst 19 can varydepending upon the passing gas amount.

[0153] Further, since the purification reaction rate and purificationefficiency vary with variation in the exhaust A/F of exhaust gas asdescribed above, the maximum oxygen storage amount (O2SUMmax−O2SUMmin)of the exhaust purifying catalyst 19 can be said to also vary dependingupon the A/F change range of the engine 1. The present embodiment is anembodiment in which the maximum oxygen storage amount(O2SUMmax−O2SUMmin) is obtained more accurately by correcting andestimating the maximum oxygen storage amount (O2SUMmax−O2SUMmin)according to the passing gas rate of exhaust gas and the A/F changerange of the engine 1.

[0154] The embodiment using the correction factors Ka, Kg has such anaspect that the estimation accuracy of the maximum oxygen storage amount(O2SUMmax−O2SUMmin) is raised as a result of the accurate estimation ofthe oxygen storage amount O2SUM. In contrast with it, the presentembodiment enhances the estimation accuracy by directly correcting themaximum oxygen storage amount (O2SUMmax−O2SUMmin) according to thepassing gas rate of exhaust gas and the A/F change range of internalcombustion engine. These can be performed simultaneously and thesimultaneous execution thereof can enhance the estimation accuracy more.

[0155] In the present embodiment the maximum oxygen storage amount(O2SUMmax−O2SUMmin) is corrected by correcting either one or both of themaximum O2SUMmax and the minimum O2SUMmin of the oxygen storage amountO2SUM. The correction is made using correction factors as in the case ofthe aforementioned embodiment using the correction factors Ka, Kg. Thenthese correction factors are prepared separately for correction of themaximum O2SUMmax and for correction of the minimum O2SUMmin and arestored in the ECU 18. The reason why the correction factors are preparedseparately for correction of the maximum O2SUMmax and for correction ofthe minimum O2SUMmin is that more accurate correction is made byrealizing different correction effects between the blow-by phenomenon onthe oxygen occlusion side and the blow-by phenomenon on the oxygenrelease side (e.g., the reaction rate is made faster on the oxygenocclusion side).

[0156]FIG. 15A shows a map indicating the relation between the passinggas flow rate Gb and the correction factor Kg(max) for correction of themaximum O2SUMmax, and FIG. 15B a map indicating the relation between thepassing gas flow rate Gb and the correction factor Kg(min) forcorrection of the minimum O2SUMmin. FIG. 16A shows a map indicating therelation between the A/F change range ΔAF and the correction factorKa(max) for correction of the maximum O2SUMmax and FIG. 16B a mapindicating the relation between the A/F change range ΔAF and thecorrection factor Ka(min) for correction of the minimum O2SUMmin. Theneither one or both of the maximum O2SUMmax and the minimum O2SUMmin arecorrected according to the following equations.

O2SUMmax (corrected value)←O2SUMmax (calculated value)×Kg(max)×Ka(max)

O2SUMmin (corrected value)←O2SUMmin (calculated value)×Kg(min)×Ka(min)

[0157] This correction can be preferably implemented immediately afterstep 210 or step 230 in the flowchart shown in FIG. 4. The exhaust A/FAF for the calculation of the passing gas flow rate Gb and the A/Fchange range ΔAF is detected by reading in a measurement from eachsensor immediately before the correction. The more accurate maximumoxygen storage amount (O2SUMmax−O2SUMmin) can be estimated by use of themaximum O2SUMmax and minimum O2SUMmin thus corrected.

[0158] Next described is an embodiment in which the oxygen storageamount estimating means estimates the oxygen storage amount, based onthe composition of the exhaust gas flowing into the exhaust purifyingcatalyst, which is predicted according to a combustion model. Explainedherein are an example in which the combustion model is modified based onthe fuel quality and an example in which the combustion model ismodified according to an operational state of the internal combustionengine.

[0159] In the present embodiment, the exhaust gas composition ispredicted according to the combustion model of the internal combustionengine and the oxygen storage amount O2SUM is estimated based on theexhaust gas composition thus predicted. In the foregoing example theoxygen storage amount O2SUM was estimated based on the output of theupstream A/F sensor 25, whereas the oxygen storage amount O2SUM isestimated herein without actually detecting the exhaust A/F. Byestimating the oxygen storage amount O2SUM, based on the combustionmodel, without depending upon the exhaust A/F as in this case, it isfeasible to avoid the influence of error on the estimation of the oxygenstorage amount O2SUM from the difference in the sensitivitycharacteristics of the A/F sensors 25, 26, the difference in the fuelquality, and so on.

[0160] It is, however, noted that the oxygen storage amount O2SUM canalso be estimated more accurately when the oxygen storage amount O2SUMestimated without use of the combustion model nor detection of theexhaust A/F, is corrected using the output of the upstream A/F sensor 25and the downstream A/F sensor 26. Alternatively, it can also becontemplated that an HC sensor for detecting the hydrocarbons (HC) inthe exhaust gas and an NOx sensor for detecting the nitrogen oxides(NOx) are disposed upstream of the exhaust purifying catalyst 19 and theoxygen storage amount O2SUM estimated without use of the combustionmodel nor detection of the exhaust A/F is corrected using the output ofthose sensors.

[0161] Now let us describe below a technique of predicting thecomposition of the exhaust gas flowing into the exhaust purifyingcatalyst 19, based on the combustion model, and predicting the oxygenstorage amount O2SUM from it. First, parameters of the combustion modelare read in from the various sensors, control signals from the ECU 18,and so on. These parameters are, specifically, the intake air flow Ga,the burnt fuel quantity, the ignition timing, the exhaust A/F, EGRamount, intake turbulence intensity, the temperature of combustionchambers, the fuel quality, and so on. The burnt fuel quantity herein isthe quantity of fuel actually contributing to the combustion in thecylinders 3, which is determined according to the foregoing fuelbehavior model or the like. The exhaust A/F can be the actual exhaustA/F detected by the A/F sensor 25, 26 or the like, or one estimated fromthe fuel behavior model. Further, if a swirl control valve forcontrolling swirls in the cylinders 3 is provided, the intake turbulenceintensity can be replaced by a controlled variable of the swirl controlvalve, for example.

[0162] The exhaust gas composition is estimated from these parametersand amounts of substances contributing to the oxidation-reductionreactions in the exhaust gas (i.e., affecting the oxygen storage amountO2SUM of the catalyst) are estimated based thereon. Namely, in theexhaust purifying catalyst 19, the reactions from Formula (a) to Formula(d) below take place to oxidize or reduce the substances in the exhaustgas, and amounts (moles m1 to m4) of the substances contributing to theoxidation-reduction reactions are estimated from the composition of theexhaust gas. In Formula (a), all the substances in the left side do notreact, but only part of them react depending upon various conditions.The reaction rate at this time is reflected as a reaction factor k1.Likewise, the reaction rate in Formula (b) is reflected as a reactionfactor k2, that in Formula (c) as a reaction factor k3, and that inFormula (d) as a reaction factor k4. $\begin{matrix}\left. {{m1} \cdot \left\lbrack {{CO} + {\frac{1}{2}O_{2}}} \right\rbrack}\rightarrow{{m1} \cdot \left\lbrack {{{k1} \cdot {CO}_{2}} + {\left( {1 - {k1}} \right)\left( {{CO} + {\frac{1}{2}O_{2}}} \right)}} \right\rbrack} \right. & (a) \\\left. {{m2} \cdot \left\lbrack {H_{2} + {\frac{1}{2}O_{2}}} \right\rbrack}\rightarrow{{m2} \cdot \left\lbrack {{{{k2} \cdot H_{2}}O} + {\left( {1 - {k2}} \right)\left( {H_{2} + {\frac{1}{2}O_{2}}} \right)}} \right\rbrack} \right. & (b) \\\left. {{m3} \cdot \left\lbrack {{C_{a}H_{b}} + {\frac{{4a} + b}{4}O_{2}}} \right\rbrack}\rightarrow{{m3} \cdot \left\lbrack {{{k3} \cdot \left( {{a \cdot {CO}_{2}} + {\frac{b}{2}H_{2}O}} \right)} + {\left( {1 - {k3}} \right)\left( {{C_{a}H_{b}} + {\frac{{4a} + b}{4} \cdot O_{2}}} \right)}} \right.} \right. & (c) \\\left. {{m4} \cdot \left\lbrack {\frac{1}{c} \cdot {NO}_{c}} \right\rbrack}\rightarrow{{m4} \cdot \left\lbrack {{{k4} \cdot \left( {{\frac{1}{2c} \cdot N_{2}} + {\frac{1}{2} \cdot O_{2}}} \right)} + {\left( {1 - {k4}} \right) \cdot \frac{1}{c} \cdot {NO}_{c}}} \right\rbrack} \right. & (d) \\{{O{2{AD}}} = {{{{- {m1}} \cdot {k1} \cdot \frac{1}{2}}O_{2}} - {{{m2} \cdot {k2} \cdot \frac{1}{2}}O_{2}} - {{{m3} \cdot {k3} \cdot \frac{{4a} + b}{4}}O_{2}} + {{{m4} \cdot {k4} \cdot \frac{1}{2}}O_{2}}}} & (e)\end{matrix}$

[0163] These reaction factors k1 to k4 are variably set according to thepassing gas flow rate Gb, the exhaust gas temperature, the operatingconditions of the engine 1, the state of the exhaust purifying catalyst19, and so on. Formula (a) to Formula (c) represent the reactions tooxidize carbon monoxide, hydrogen, and hydrocarbons, using oxygenoccluded in the exhaust purifying catalyst 19. Formula (d) representsthe reaction to reduce nitrogen oxides, and oxygen evolved by thereduction is occluded in the exhaust purifying catalyst 19. Namely, theaforementioned oxygen A/D amount O2AD can be determined according toFormula (e).

[0164] Since the exhaust gas composition is determined based on thecombustion model, the oxygen storage amount O2SUM of the exhaustpurifying catalyst 19 can be estimated accurately corresponding tovarious operation conditions. The estimation of the oxygen A/D amountO2AD described above can be preferably implemented instead of step 100shown in FIG. 3. The oxygen storage amount O2SUM and the maximum oxygenstorage amount (O2SUMmax−O2SUMmin) are estimated based on this oxygenA/D amount O2AD. As described above, the exhaust gas composition and theexhaust A/F can also be determined by use of the combustion model,without provision of the A/F sensors (especially, without use of theupstream A/F sensor 25). However, since the combustion model canconceivably include an error, it is preferable to modify the combustionmodel according to the fuel quality and/or the operational state of theengine 1. It is also needless to mention that the aforementioned fuelbehavior model can be used for the prediction of the combustion model.

[0165] Next described is an embodiment in which the detection result ofthe downstream exhaust A/F detecting means is corrected based on thecomposition of the exhaust gas flowing into the exhaust purifyingcatalyst. In the present embodiment the exhaust gas composition ispredicted according to the combustion model.

[0166] In the description of the foregoing embodiment of estimating theoxygen storage amount, based on the gas composition predicted from thecombustion model, we explained the correction of the combustion model bythe output of the A/F sensor, for estimating the oxygen storage amountO2SUM. In contrast with it, the present embodiment is arranged tocorrect the output of the A/F sensors (especially, the downstream A/Fsensor 26), based on the exhaust gas composition. The combustion modelis also used herein for the prediction of the exhaust gas composition.

[0167] The A/F sensors 25, 26 detect the oxygen content in the exhaustgas, but can also sense components except for oxygen because of thestructure thereof. For this reason, there will occur situations in whichthe detection accuracy of the oxygen content (A/F) is not satisfactory,depending upon the exhaust gas composition. Therefore, in order topredict the oxygen storage amount O2SUM more accurately, the output ofthe A/F sensors 25, 26 is corrected according to the exhaust gascomposition. Another exhaust gas composition acquiring method except forthe foregoing method of determining the exhaust gas composition from thecombustion model is, for example, a method of determining the exhaustgas composition, based on output of the nitrogen oxide (NOx) sensor andthe hydrocarbon (HC) sensor.

[0168] For example, ideal output of the A/F sensor for detecting theexhaust A/F on an on-off basis is one that suddenly changes its outputsignal, depending upon whether the exhaust A/F is lean or rich withrespect to the border of the stoichiometric air-fuel ratio. However,there also exist the A/F sensors whose output is shifted from the idealstate with a large amount of nitrogen oxides (NOx) or hydrogen (H₂) inthe exhaust gas, as shown in FIG. 17. For this reason, the exhaust gascomposition is predicted or detected and the output of the A/F sensor iscorrected based thereon. Since the combustion model was alreadydescribed, the detailed description thereof is omitted herein. Apreferred configuration is such that the exhaust gas composition is alsopredicted or detected in parallel to reading of the output of the A/Fsensors 25, 26 and the correction is made immediately after thedetection of the exhaust A/F by the A/F sensors 25, 26. It is also amatter of course that the aforementioned fuel behavior model can be usedfor the prediction of the combustion model.

[0169] Next described is an embodiment in which the A/F controlapparatus is further provided with the abnormality determining means.The abnormality determining means determines whether the oxygen storageamount estimated is abnormal, based on the estimated oxygen storageamount and the detected downstream exhaust A/F. In the presentembodiment, when the abnormality determining means determines that theestimated oxygen storage amount is abnormal, it deletes the history ofoxygen storage amount heretofore, initiates new estimation of oxygenstorage amount, and modifies the oxygen occlusion amount estimationmodel.

[0170] In the present embodiment, the abnormality determining meanscompares the output of the downstream A/F sensor 26 with the calculatedoxygen storage amount O2SUM to determine whether the estimated oxygenstorage amount O2SUM is abnormal (or whether the estimation model ofoxygen storage amount O2SUM is abnormal). Here the ECU 18 also functionsas the abnormality determining means for making a judgment. When theoxygen storage amount O2SUM is judged as abnormal, the oxygen storageamount O2SUM is corrected. Further, when the oxygen storage amount O2SUMis judged as abnormal, the estimation model is assumed to be abnormaland thus is also corrected.

[0171] The graph shown in FIG. 18 provides a map used in the abnormaldetermination described above. In the map shown in FIG. 18, the abscissarepresents the calculated oxygen storage amount O2SUM and the ordinatethe output of the downstream A/F sensor 26. Concerning the oxygenstorage amount O2SUM on the map, the left part represents its minimumside (the side where most oxygen is released: the side where the exhaustA/F is rich), while the right side its maximum side (the side where thecatalyst occludes oxygen almost fully: the side where the exhaust A/F islean). In contrast, the output of the downstream A/F sensor 26 on themap is lean in the lower part and rich in the upper part.

[0172] The map is divided into a plurality of regions. First describedis a case in which the output of the downstream A/F sensor 26 is nearthe stoichiometric air-fuel ratio (i.e., in the range Y in the map shownin FIG. 18). This range is a range in which the output of the downstreamA/F sensor 26 largely varies because of its output characteristics.Namely, since there are also situations wherein the error is large inthe output of the downstream A/F sensor 26 in this range, the A/Fcontrol is carried out based on the calculated oxygen storage amountO2SUM.

[0173] In the region of zones L1 to L4 in the range Y, the calculatedoxygen storage amount O2SUM indicates that the exhaust A/F downstream ofthe exhaust purifying catalyst 19 is rich. In this case, for making theexhaust purifying catalyst 19 occlude oxygen, the ECU executes suchcontrol (lean control) as to move the exhaust A/F downstream of theexhaust purifying catalyst 19 toward the lean side. However, since theexhaust A/F downstream of the exhaust purifying catalyst 19 is richer inthe zone L4 than in the zone L1, stronger lean control is implemented inthe zone L4 than in the zone L1. Namely, the region is zoned so as toincrease the intensity of lean control from the zone L1 toward the zoneL4.

[0174] In the region of zones R1 to R4 in the range Y, the calculatedoxygen storage amount O2SUM indicates that the downstream exhaust A/F ofthe exhaust purifying catalyst 19 is lean. In this case, the ECUperforms such control (rich control) as to move the exhaust A/Fdownstream of the exhaust purifying catalyst 19 toward the rich side, inorder to release the oxygen occluded in the exhaust purifying catalyst19. However, since the exhaust A/F downstream of the exhaust purifyingcatalyst 19 is leaner in the zone R4 than in the zone R1, stronger richcontrol is implemented in the zone R4 than in the zone R1. Namely, theregion is zoned so as to increase the intensity of rich control from thezone R1 toward the zone R4.

[0175] In the region S1 where the calculated oxygen storage amount O2SUMand the output of the downstream A/F sensor 26 indicate that the exhaustA/F downstream of the exhaust purifying catalyst 19 is near thestoichiometric air-fuel ratio, the ECU performs such A/F control as tomaintain the oxygen storage amount O2SUM, without performing either thelean control or the rich control.

[0176] The zones L1 to L4 outside the foregoing range Y will bedescribed next. In these zones, the calculated oxygen storage amountO2SUM indicates that the exhaust A/F downstream of the exhaust purifyingcatalyst 19 is in the range from the stoichiometric air-fuel ratio torich ratios, while the output of the downstream A/F sensor 26 indicatesthat the downstream exhaust A/F is rich. In this case, slightly higherregard is paid to the output of the downstream A/F sensor 26 and theaforementioned zone L1 to zone L4 (lean control zones) are set.

[0177] Similarly, the zones R1 to R4 outside the foregoing range Y willbe described. In these zones, the calculated oxygen storage amount O2SUMindicates that the exhaust A/F downstream of the exhaust purifyingcatalyst 19 is in the range from the stoichiometric air-fuel ratio tolean ratios, while the output of the downstream A/F sensor 26 does thatthe downstream exhaust A/F is lean. In this case, slightly higher regardis paid to the output of the downstream A/F sensor 26 and the foregoingzone R1 to zone R4 (rich control zones) are set.

[0178] Finally, the cases shown in the region X1 and the region X2 willbe described. In the region X1, the calculated oxygen storage amountO2SUM indicates that the downstream exhaust A/F of the exhaust purifyingcatalyst 19 is lean, while the output of the downstream A/F sensor 26does that it is rich. In the region X2, the calculated oxygen storageamount O2SUM indicates that the downstream exhaust A/F of the exhaustpurifying catalyst 19 is rich, while the output of the downstream A/Fsensor 26 does that it is lean.

[0179] Namely, in the region X1 and in the region X2, the calculatedoxygen storage amount O2SUM discords from the output of the downstreamA/F sensor 26. On such occasions, the oxygen storage amount O2SUM isjudged as abnormal. In this case, higher regard is paid to the output ofthe downstream A/F sensor 26 actually detecting the exhaust A/F, and theoxygen storage amount O2SUM can be considered to fail to indicate anaccurate value for some reason. Therefore, the ECU once deletes the oldestimation history of the oxygen storage amount O2SUM and initiates newestimation of oxygen storage amount O2SUM. Alternatively, the existinghistory of the oxygen storage amount O2SUM may be modified.

[0180] Further, the estimation model of oxygen storage amount O2SUM ismodified at the same time as the start of new estimation or themodification of the oxygen storage amount O2SUM. For modifying theestimation model, for example, where the A/F change range ΔAF is used inthe process of estimation of the oxygen storage amount O2SUM asdescribed above, it can be implemented by modifying the value of thestoichiometric air-fuel ratio AFst being the reference in calculation ofthe A/F change range ΔAF.

[0181] Next described is an embodiment in which the A/F controlapparatus is further provided with the abnormality determining means fordetermining that the estimated maximum oxygen storage amount isabnormal, when the maximum oxygen storage amount estimated by themaximum oxygen storage amount estimating means is over a predeterminedvalue.

[0182] As described previously, the purification efficiency of exhaustgas is increased herein by controlling the oxygen storage amount O2SUMof the exhaust purifying catalyst 19 and making use of the maximumoxygen storage amount (O2SUMmax−O2SUMmin), but it will become difficultto purify the exhaust gas if the estimated maximum oxygen storage amount(O2SUMmax−O2SUMmin) is abnormal. Since the deterioration of the exhaustpurifying catalyst 19 is also detected by making use of the maximumoxygen storage amount (O2SUMmax−O2SUMmin), there is also the possibilityof failure in accurate deterioration detection if the estimated maximumoxygen storage amount (O2SUMmax−O2SUMmin) is abnormal. The presentembodiment is an embodiment in which when the estimated maximum oxygenstorage amount (O2SUMmax−O2SUMmin) is over a predetermined value, theestimated maximum oxygen storage amount (O2SUMmax−O2SUMmin) is judged asabnormal.

[0183] The maximum oxygen storage amount (O2SUMmax−O2SUMmin) beingabnormal means a state in which the maximum oxygen storage amount(O2SUMmax−O2SUMmin) cannot be estimated accurately. The reasons of themaximum oxygen storage amount (O2SUMmax−O2SUMmin) being abnormal includea case wherein the estimation model of the oxygen storage amount O2SUMas a basis of the estimation is abnormal, a case wherein the sensors fordetecting the various information contents used in the estimation of theoxygen storage amount O2SUM are out of order, and so on. The foregoingpredetermined value may be set in relation with other informationcontents, as described below.

[0184]FIG. 19 shows a map used in the determination to determine whetherthe maximum oxygen storage amount (O2SUMmax−O2SUMmin) is abnormal (orwhether the system is abnormal). This map is a two-dimensional mapconsisting of the maximum oxygen storage amount (O2SUMmax−O2SUMmin) andthe temperature of the exhaust purifying catalyst 19. In the map thesolid line indicates maximum values that the maximum oxygen storageamount (O2SUMmax−O2SUMmin) takes at respective catalyst temperatures inthe undeteriorated state of the exhaust purifying catalyst 19. Namely,since the maximum oxygen storage amount cannot take values over thesevalues, the range indicated by hatching above this solid line is aregion in which the maximum oxygen storage amount (O2SUMmax−O2SUMmin) isjudged as abnormal.

[0185] The catalyst deterioration shown in the lower part of the map isthat as described in FIG. 6 and the description thereof is omittedherein. The determination about whether the maximum oxygen storageamount (O2SUMmax−O2SUMmin) is abnormal can be performed upon the updateof the maximum oxygen storage amount (O2SUMmax−O2SUMmin) (i.e., upon theupdate of the maximum O2SUMmax or the minimum O2SUMmin), for example.

[0186] Next described is an embodiment in which the A/F controlapparatus is further provided with the catalyst deterioration detectingmeans for detecting the degree of deterioration of the exhaust purifyingcatalyst, based on a slope of change of the exhaust A/F detected by thedownstream exhaust A/F detecting means. In the present embodiment thedegree of deterioration of the catalyst is detected based on the changeslope of change in the output of the downstream A/F sensor 26.

[0187]FIG. 20A shows the output of the downstream A/F sensor 26. FIG.20B shows the exhaust A/F upstream of the exhaust purifying catalyst 19,obtained from the output result of the upstream A/F sensor 25. It isnoted here that the lean-rich directions are opposite between FIG. 20Aand FIG. 20B. The axes of abscissas in the graphs shown in FIG. 20A andFIG. 20B represent the time and they correspond to each other in termsof time.

[0188] As shown in FIG. 20A, while the output of the downstream A/Fsensor 26 is lean, the exhaust purifying catalyst 19 fully occludesoxygen and it is considered that oxygen flows to the downstream of theexhaust purifying catalyst 19. For this reason, the exhaust A/F of inputgas into the exhaust purifying catalyst 19 is kept rich during thisperiod whereby the exhaust gas is purified by the oxygen occluded in theexhaust purifying catalyst 19.

[0189] Since the oxygen occluded in the exhaust purifying catalyst 19 isused up after a while, the output of the downstream A/F sensor 26 turnsfrom lean to rich. Since the oxygen occluded in the exhaust purifyingcatalyst 19 is consumed completely, unburnt fuel in the input gas isconsidered to flow to the downstream of the exhaust purifying catalyst19 without being oxidized. In this case, the exhaust A/F of the inputgas into the exhaust purifying catalyst 19 is changed into lean, inorder to make the exhaust purifying catalyst 19 occlude oxygen.

[0190] After this, the exhaust purifying catalyst 19 comes to occludeoxygen and thus the output gas from the exhaust purifying catalyst 19contains no oxygen. Therefore, the output of the downstream A/F sensor26 becomes rich. However, as the exhaust purifying catalyst 19 occludesoxygen, the amount of oxygen flowing to the downstream without beingoccluded, gradually increases. As a result, as shown in FIG. 20A, theoutput of the downstream A/F sensor 26 gradually moves toward the leanside. Namely, the output of the downstream A/F sensor 26 has a changeslope.

[0191] Still after this, at the point when the exhaust purifyingcatalyst 19 fully occludes oxygen, the downstream A/F sensor 26 againturns to lean and, in response thereto, the exhaust A/F of the input gasinto the exhaust purifying catalyst 19 is again changed into rich. Inthis example, the degree of deterioration of the exhaust purifyingcatalyst 19 is detected using the foregoing change slope. As also seenfrom the above-stated description, this change slope reflects the oxygenstorage capability of the exhaust purifying catalyst 19. Since thedeterioration of the exhaust purifying catalyst 19 lowers the oxygenocclusion capability, it is reflected in the change slope and thus thedegree of deterioration of the exhaust purifying catalyst 19 can bedetected from the change slope.

[0192] The foregoing change slope of output of the downstream A/F sensor26 appears most prominent and stable upon the start of occlusion fromthe state in which the exhaust purifying catalyst 19 occludes no oxygen.In the present embodiment, therefore, the degree of deterioration of theexhaust purifying catalyst 19 is determined using the change slope fromimmediately after the change of the output of the downstream A/F sensor26 from lean to rich, to immediately before the change from rich tolean.

[0193] First, the output (voltage V₁) of the downstream A/F sensor 26 isdetected immediately after the change of output of the downstream A/Fsensor 26 from lean to rich (at time T₁). Further, the output (voltageV₂) of the downstream A/F sensor 26 is detected immediately before thechange of output of the downstream A/F sensor 26 from rich to lean (attime T₂). These detection results are sent to the ECU 18 and the ECU 18calculates the difference ΔV=(V₁−V₂) between them. The degree ofdeterioration of the exhaust purifying catalyst 19 is determined fromthis difference ΔV and a map for detection of deterioration degree shownin FIG. 21, which is stored in the ECU 18. Namely, the ECU 18 alsofunctions as the deterioration detecting means herein.

[0194] This configuration permits the deterioration degree of theexhaust purifying catalyst 19 to be detected during the normal A/Fcontrol, without need for special control and device. It is alsopossible to raise the deterioration detection accuracy of the exhaustpurifying catalyst 19 by using the above detection method in combinationwith another catalyst deterioration determining method. It is alsopossible to enhance the purification performance of exhaust gas furthermore, by feeding the detected deterioration degree of the exhaustpurifying catalyst 19 back to the A/F control.

[0195] Next described is an embodiment of preliminarily setting ablow-by occurrence oxygen storage amount at which there occurs theblow-by phenomenon not utilizing the oxygen storage capability of theexhaust purifying catalyst fully and calibrating the oxygen storageamount, based on the blow-by occurrence oxygen storage amount uponoccurrence of the blow-by phenomenon.

[0196] As described above, depending upon the operational state of theengine 1 (e.g., operation at high intake air flows Ga), the oxygenocclusion capability of the exhaust purifying catalyst 19 is notutilized fully and the blow-by phenomenon takes place. In the presentembodiment, with occurrence of the blow-by phenomenon, the estimatedoxygen storage amount is assumed to include an error and the oxygenstorage amount is corrected based on the blow-by occurrence oxygenstorage amount.

[0197] The blow-by occurrence oxygen storage amount is preliminarily setas a predicted oxygen storage amount where there occurs the blow-byphenomenon not utilizing the oxygen occlusion capability of the exhaustpurifying catalyst fully. The blow-by occurrence oxygen storage amountis preliminarily determined, for example, by experiment in considerationof the operational state of the engine 1. The blow-by occurrence oxygenstorage amount can be set as a map or according to a reference value anda computational equation used in calculation based on the referencevalue.

[0198] The following will describe an example in which the blow-byoccurrence oxygen storage amount is set as a map. This map is an examplein which only the intake air flow Ga is taken into account as theoperational state of the engine 1. It is, however, noted that variousinformation contents (catalyst temperature, catalyst deteriorationdegree, passing gas flow rate, etc.) except for the intake air flow Gacan also be taken into account as the operational state of the engine 1,of course.

[0199]FIG. 22 shows an example of the map defining the blow-byoccurrence oxygen storage amount. This map is stored in the ECU 18. Withincrease in the intake air flow Ga the velocity of the exhaust gaspassing through the exhaust purifying catalyst 19 becomes faster, andthe exhaust gas flows to the downstream of the exhaust purifyingcatalyst 19 before completion of sufficient purification reaction ofexhaust gas. For this reason, the blow-by region becomes wider withincrease in the intake air flow Ga, as shown in FIG. 22.

[0200] The blow-by region involves a lean blow-by region where oxygenflows to the downstream of the exhaust purifying catalyst 19 though theexhaust purifying catalyst 19 still has its capacity available forocclusion of oxygen, and a rich blow-by region where the unburnt fuel inthe exhaust gas flows to the downstream of the exhaust purifyingcatalyst 19 without being oxidized fully though the exhaust purifyingcatalyst 19 still has its capacity available for release of oxygen. Thenthe lower border of the lean blow-by region is a lean-side blow-byoccurrence oxygen storage amount, and the upper border of the richblow-by region a rich-side blow-by occurrence oxygen storage amount.

[0201] For example, let us consider a situation of such detection thatthe exhaust A/F downstream of the exhaust purifying catalyst 19 turnslean at a certain point, from the output of the downstream A/F sensor26. The intake air flow Ga(Q₁) at this time is detected and sent to theECU 18. The ECU 18 determines the blow-by occurrence oxygen storageamount (the lean blow-by occurrence oxygen storage amount in this case)P₂ corresponding to this intake air flow Ga(Q₁). At this time, theposition on the map corresponding to the calculated oxygen storageamount O2SUM was P₁. In this case, the calculated oxygen storage amountO2SUM is corrected to a value corresponding to P₂ obtained from the map.

[0202] In this embodiment, in addition to the correction of thecalculated oxygen storage amount O2SUM, the estimation model of oxygenstorage amount O2SUM is also modified. Specifically, when the A/F changerange ΔAF is used in the process of estimation of the oxygen storageamount O2SUM as described above, it can be implemented by correcting thevalue of the stoichiometric air-fuel ratio AFst being the reference inthe calculation of the A/F change range ΔAF.

[0203] In the case of the control in the description based on FIG. 2,the update of the oxygen storage amount O2SUM was simply inhibited whenthe downstream A/F sensor 26 provided the rich or lean output (alsoincluding cases independent of the blow-by phenomenon), but it is alsofeasible to increase the estimation accuracy of the oxygen storageamount O2SUM, by also using the control of correcting the oxygen storageamount O2SUM in consideration of the blow-by phenomenon, as describedherein.

[0204] Next described is an embodiment in which the A/F controlapparatus is further provided with the storage amount target settingmeans for setting an oxygen storage target set based on an estimatedmaximum oxygen storage estimate and in which the storage target settingmeans applies forced oscillation to the oxygen storage target.

[0205] For estimating the maximum oxygen storage amount(O2SUMmax−O2SUMmin), it is necessary to detect the maximum O2SUMmax andthe minimum O2SUMmin of the oxygen storage amount O2SUM. The presentembodiment is configured to apply the forced oscillation to the oxygenstorage target O2SUMref and thereby detect the maximum O2SUMmax andminimum O2SUMmin in the early stage, in order to obtain the maximumoxygen storage amount (O2SUMmax−O2SUMmin) earlier. At this time, theamplitude of the forced oscillation given to the oxygen storage targetO2SUMref is set small, whereby the control system of the oxygen storageamount O2SUM is prevented from being disturbed.

[0206] In this embodiment the oxygen storage amount O2SUM is fluctuatedby giving the forced oscillation of small amplitude to the oxygenstorage target O2SUMref. By fluctuating the oxygen storage amount O2SUM,the exhaust A/F of the input gas into the exhaust purifying catalyst 19is controlled so as to become a little lean or a little rich. While theexhaust A/F of the input gas into the exhaust purifying catalyst 19 ismaintained in the state of being a little lean, the exhaust purifyingcatalyst 19 continues occluding oxygen to detect the maximum O2SUMmax ofthe oxygen storage amount O2SUM. After the detection of the maximumO2SUMmax, the exhaust A/F of the input gas into the exhaust purifyingcatalyst 19 is maintained in the state of being a little rich this time,and the exhaust purifying catalyst 19 continues releasing oxygen todetect the minimum O2SUMmin of the oxygen storage amount O2SUM.

[0207] By giving the forced oscillation to the oxygen storage targetO2SUMref in this way, the maximum oxygen storage amount(O2SUMmax−O2SUMmin) can be estimated earlier. Since the amplitude ofoscillation on this occasion is set small, the A/F of the engine 1 isprevented from being largely fluctuated, which can avoid induction ofthe blow-by phenomenon and insufficient purification of exhaust gas.Even if disturbance occurs over the oxygen storage capability of theexhaust purifying catalyst 19, the failure in purification of exhaustgas can be minimized, because the input gas into the exhaust purifyingcatalyst 19 is controlled at points near the stoichiometric air-fuelratio. In this embodiment the ECU 18 functions as the storage amounttarget setting means for setting the oxygen storage target O2SUMref.

[0208] Next described is an embodiment in which the A/F target settingmeans sets a target so as to gradually increase the amplitude ofcontrolled A/F. Described along therewith is an embodiment in which theA/F target setting means sets a target so as to gradually prolong thecycle (cyclic period) of controlled A/F.

[0209] In the above embodiment using the forced oscillation, theoscillation was given to the oxygen storage target O2SUMref, so as tofluctuate the controlled A/F of the engine 1. In the present embodiment,the target of controlled A/F is set to give oscillation to thecontrolled A/F so as to gradually increase the amplitude of controlledA/F. In another embodiment described herein, the target of controlledA/F is set to give oscillation to the controlled A/F so as to graduallyprolong the cycle of controlled A/F.

[0210] By oscillating the controlled A/F, it is feasible to promote thedetection of the maximum O2SUMmax of the oxygen storage amount O2SUMwith the exhaust A/F of exhaust gas on the lean side and the detectionof the minimum O2SUMmin with the exhaust A/F on the rich side. As aconsequence, the maximum oxygen storage amount (O2SUMmax−O2SUMmin) canbe estimated earlier. At this time, the controlled A/F is oscillated soas to gradually increase the amplitude thereof, thereby minimizingdegradation of exhaust emission and degradation of drivability due tothe oscillation of controlled A/F.

[0211] During such control as to gradually increase the amplitude ofcontrolled A/F, the storage amount increases or decreases only withinthe range of oxygen storage capability of the exhaust purifying catalyst19 in the small amplitude range and the maximum O2SUMmax and minimumO2SUMmin cannot be detected there in some cases. However, there occursneither the degradation of exhaust emission nor the degradation ofdrivability in that range. As the amplitude is gradually increased, themaximum O2SUMmax and minimum O2SUMmin are detected somewhere a littleover the oxygen occlusion capability of the exhaust purifying catalyst19. Since the oscillation is kept from largely exceeding the oxygenocclusion capability of the exhaust purifying catalyst 19, there occursneither the degradation of exhaust emission nor the degradation ofdrivability in this case, either.

[0212] Similarly, when the controlled A/F is oscillated so as togradually prolong the cycle thereof, it is feasible to minimize thedegradation of exhaust emission and the degradation of drivability dueto the oscillation of controlled A/F. As the cycle of controlled A/F iscontrolled so as to become gradually longer, the storage amountincreases or decreases only within the range of oxygen occlusioncapability of the exhaust purifying catalyst 19 in the short cyclicperiod range, and the maximum O2SUMmax and minimum O2SUMmin cannot bedetected there in certain cases. However, there occurs neither thedegradation of exhaust emission nor the degradation of drivability inthat range. As the cycle is gradually increased, the maximum O2SUMmaxand minimum O2SUMmin are detected somewhere a little over the oxygenocclusion capability of the exhaust purifying catalyst 19. Since theoscillation is kept from largely exceeding the oxygen occlusioncapability of the exhaust purifying catalyst 19, there occurs neitherthe degradation of exhaust emission nor the degradation of drivabilityin this case, either.

[0213] Next described is an embodiment in which the A/F controlapparatus is further provided with the storage amount target settingmeans for setting the oxygen storage target and in which the storageamount target setting means sets a plurality of targets between theminimum and maximum of oxygen storage amount and sets a control targetby switching among them.

[0214] In the description based on FIG. 2, only one target of oxygenstorage amount O2SUM (oxygen storage target O2SUMref) is set at acertain point. Then the oxygen storage amount O2SUM was controlled toconverge toward this single oxygen storage target O2SUMref. In thepresent embodiment, a plurality of targets of oxygen storage amountO2SUM are set simultaneously and the control is executed while switchingamong these targets.

[0215] In the control described heretofore, the oxygen storage targetO2SUMref was set near the center of the maximum oxygen storage amount(O2SUMmax−O2SUMmin) whereby the margins not exceeding the oxygenocclusion capability were given both on the oxygen occlusion side and onthe oxygen release side. With improvement in the control of oxygenstorage amount O2SUM, however, the margins of oxygen occlusioncapability will not be used and can be wastefully retained. About theoxygen occlusion capability of the exhaust purifying catalyst 19, theinventors found the fact that the purification efficiency was increasedby forcibly bringing about the purification reaction of exhaust gas withslight fluctuation of oxygen storage amount, rather than maintaining theoxygen storage amount O2SUM at a constant value.

[0216] In this embodiment, a plurality of targets of oxygen storageamount O2SUM are thus set between the maximum O2SUMmax and the minimumO2SUMmin and the control targets are used as periodically switched onefrom another, thereby utilizing the oxygen occlusion capability of theexhaust purifying catalyst 19 more effectively. In the descriptionbelow, we will explain an example in which two targets of oxygen storageamount O2SUM are set. The targets set herein are variable depending uponthe operational state of the engine 1.

[0217]FIG. 23 shows the relation of the oxygen storage amount O2SUM andthe control targets O2SUMrefl, O2SUMref2 with time during theaforementioned control. In this example, a pair of control targetsO2SUMref1, O2SUMref2 are set according to the operational state of theengine 1. The control targets O2SUMref1, O2SUMref2 are changed intoother values at the time t when the operational state of the engine 1(not only the state of the main body of the engine 1, but also the stateof the intake/exhaust systems) varies. Although in this example the pairof control targets O2SUMref1, O2SUMref2 are changed simultaneously, theymay be arranged to be changed separately from each other.

[0218] In this example the control target O2SUMref1 is set on the largeside of oxygen storage amount O2SUM, while the control target O2SUMref2is on the small side of oxygen storage amount O2SUM. For example, in acertain operational state of the engine 1, the control target O2SUMref1is set to about 80% of the maximum oxygen storage amount(O2SUMmax−O2SUMmin) and the control target O2SUMref2 to about 20% of themaximum oxygen storage amount (O2SUMmax−O2SUMmin). In anotheroperational state, the control target O2SUMref1 is set to about 60% ofthe maximum oxygen storage amount (O2SUMmax−O2SUMmin) and the controltarget O2SUMref2 to about 40% of the maximum oxygen storage amount(O2SUMmax−O2SUMmin).

[0219] In the graph shown in FIG. 23, since the maximum O2SUMmax andminimum O2SUMmin of the oxygen storage amount O2SUM are not updated,there is no change in the maximum oxygen storage amount(O2SUMmax−O2SUMmin). However, when the control targets O2SUMref1,O2SUMref2 are set in the relation with the maximum oxygen storage amount(O2SUMmax−O2SUMmin), if the maximum O2SUMmax or the minimum O2SUMmin isupdated the control targets O2SUMref1, O2SUMref2 can also be updated insome cases.

[0220] Then the actual target of oxygen storage amount O2SUM is switchedalternately between the control targets O2SUMref1, O2SUMref2. Forexample, during the period T₁ to T₂, the control target O2SUMref2 is setas the actual target of oxygen storage amount O2SUM, so that the oxygenstorage amount O2SUM is controlled so as to converge toward the controltarget O2SUMref2. On the other hand, during the period T₂ to T₃, thecontrol target O2SUMref1 is set as the actual target of oxygen storageamount O2SUM, so that the oxygen storage amount O2SUM is controlled soas to converge toward the control target O2SUMref1.

[0221] The setting method of the control targets O2SUMref1, O2SUMref2 isnot limited to the above method. For example, the control targetsO2SUMref1, O2SUMref2 may be determined by the difference from theaforementioned oxygen storage target O2SUMref. Further, the switchingbetween the control targets O2SUMref1, O2SUMref2 does not always have tobe alternate, but selective switching between them may be employed,e.g., depending upon operational states of the engine 1. Furthermore,three or more control targets may be set.

[0222] Next described is an embodiment in which the A/F target settingmeans sets the target of controlled A/F in the lean region immediatelyafter cold starting or during the low-load operation of the internalcombustion engine. Also described along therewith is an embodiment inwhich the A/F target setting means sets the target of controlled A/F inthe rich region during the high-load operation of the internalcombustion engine. Further, also described is an embodiment in which theA/F target setting means sets the target of controlled A/F in the richregion before execution of cutting the fuel into the internal combustionengine or before stopping the internal combustion engine. Theseembodiments concern the setting of controlled A/F for fully utilizingthe oxygen occlusion capability.

[0223] First described is the embodiment wherein the target ofcontrolled A/F is set in the lean region immediately after cold startingor during the low-load operation. Immediately after cold starting orduring the low-load operation, there is such a tendency that combustionis incomplete in the engine 1 to leave unburnt fuel in exhaust gas andbring the exhaust A/F toward the rich side. For this reason, the oxygenoccluded in the exhaust purifying catalyst 19 becomes easier to bereleased and it grows concern about insufficiency of oxygen storageamount O2SUM. Therefore, the target of controlled A/F is set in the leanregion immediately before cold starting or during the low-load operationto bring the exhaust A/F toward the lean side in advance, therebypreventing the oxygen storage amount O2SUM from becoming small.

[0224] Next described is the embodiment in which the target ofcontrolled A/F is set in the rich region during the high-load operation.During the high-load operation, the combustion temperature in the engine1 becomes high and there is such a tendency that the exhaust gascontains a lot of nitrogen oxides (NOx). For this reason, the exhaustpurifying catalyst 19 occludes oxygen evolved after the reduction ofnitrogen oxides (NOx) and the oxygen storage amount O2SUM tends tobecome excess. This grows the concern about incapability of sufficientpurification upon incoming of exhaust gas at lean exhaust A/Fs.Therefore, the target of controlled A/F is set in the rich region duringthe high-load operation to bring the exhaust A/F toward the rich side inadvance, thereby preventing the oxygen storage amount O2SUM frombecoming excess.

[0225] A similar situation is a case of increasing the fuel. Withincrease in the fuel, the exhaust A/F of the exhaust gas flowing intothe exhaust purifying catalyst 19 becomes rich to decrease the oxygenstorage amount O2SUM of the exhaust purifying catalyst 19. Therefore, ifan operation period of setting the target of controlled A/F in the leanregion is provided before the increase of fuel, the oxygen storageamount O2SUM can be prevented from becoming insufficient during theincrease of fuel.

[0226] Next described is the embodiment in which the operation period ofsetting the target of controlled A/F in the rich region before executionof fuel cutting or before the stop of engine 1. Since air alone withoutfuel flows into the exhaust purifying catalyst 19 upon the execution offuel cutting or upon the stop of engine 1 (or upon a restart after astop), the oxygen storage amount O2SUM tends to become excess. Thisgrows the concern about incapability of sufficient purification uponincoming of exhaust gas at lean exhaust A/Fs thereafter. Therefore, anoperation period of setting the target of controlled A/F in the richregion is provided before the execution of fuel cutting or before thestop of the engine 1 to decrease the oxygen storage amount O2SUM of theexhaust purifying catalyst 19, thereby getting ready for the occlusionof oxygen upon the execution of fuel cutting or upon the stop of theengine 1.

[0227] This operation period before the stop of the engine can bepreferably provided, for example, as a period of operating the engine 1in the aforementioned state for a fixed time without stopping the engineat the same time as ignition off. Since this period can be a period ofapproximately several revolutions to ten and several revolutions of theengine 1, it will not cause the driver to feel uncomfortable. Forcontrolling the A/F of the engine 1 by the variation of the target ofcontrolled A/F as described above, there are also situations wherein itis effective to vary the A/F by a rich spike or lean spike, dependingupon circumstances (e.g., immediately before execution of fuelincrease). On that occasion, the spike can be interposed so as to exceedthe amount of oxygen that the exhaust purifying catalyst 19 can occludeor release within a unit time.

[0228] Concerning these three embodiments, one of techniques forchanging the target of controlled A/F is a method of changing the oxygenstorage target O2SUMref. The oxygen storage target O2SUMref is set onthe occlusion side in order to increase the current oxygen storageamount O2SUM, whereby the A/F target setting means sets the target ofcontrolled A/F on the lean side (the side where the exhaust gas ispurified by occlusion of oxygen in the exhaust gas). In contrast withit, the oxygen storage target O2SUMref is set on the release side inorder to decrease the current oxygen storage amount O2SUM, whereby theA/F target setting means sets the target of controlled A/F on the richside (the side where the exhaust gas is purified by release of occludedoxygen).

[0229] Next described is an embodiment in which the A/F target settingmeans sets a gain of A/F feedback, based on the oxygen storage amountestimated by the oxygen storage amount estimating means or based on themaximum oxygen storage amount estimated by the maximum oxygen storageamount estimating means.

[0230] In the present embodiment, the gain of A/F feedback is changedaccording to the estimated, oxygen storage amount O2SUM or maximumoxygen storage amount (O2SUMmax−O2SUMmin). In this embodiment, how largemargins remain relative to the maximum O2SUMmax and minimum O2SUMmin ofoxygen storage amount O2SUM is acquired from the foregoing oxygenstorage amount O2SUM or maximum oxygen storage amount(O2SUMmax−O2SUMmin) and the A/F feedback gain is varied accordingthereto. The A/F feedback gain is varied by changing a controlledvariable in the A/F feedback.

[0231] Depending upon operational states of the engine 1, in spite ofsome margin remaining in the oxygen occlusion capability of the exhaustpurifying catalyst 19, there can occur the blow-by phenomenon that thenitrogen oxides NOx, carbon monoxide CO, and hydrocarbons HC flow to thedownstream of the exhaust purifying catalyst 19, which was alreadydescribed. This blow-by phenomenon occurs easier as the oxygen storageamount O2SUM becomes closer to the maximum O2SUMmax or the minimumO2SUMmin.

[0232] An example of control herein is one in which as the oxygenstorage amount O2SUM becomes closer to the maximum O2SUMmax or theminimum O2SUMmin, the A/F feedback gain is increased, so as to effectquick transfer from the state of readily causing blow-by to the state ofnot causing blow-by readily. On the other hand, while the oxygen storageamount O2SUM is approximately in the center between the maximum O2SUMmaxand the minimum O2SUMmin, the A/F feedback gain is set relatively small.This can prevent the control system of the A/F feedback from beingdisturbed, and thus permits stabler control.

[0233] In another example, when the maximum oxygen storage amount(O2SUMmax−O2SUMmin) becomes small, since blow-by occurs easier, the A/Ffeedback gain is increased to resist occurrence of blow-by. In stillanother example, the A/F feedback gain is increased as the oxygenstorage amount O2SUM becomes farther from the oxygen storage amounttarget O2SUMref, so as to converge the oxygen storage amount O2SUM tothe oxygen storage target O2SUMref earlier. The oxygen storage targetO2SUMref is obtained from the oxygen storage amount O2SUM or the maximumoxygen storage amount (O2SUMmax−O2SUMmin).

[0234] The A/F feedback gain is set based on either one or both of theoxygen storage amount O2SUM and the maximum oxygen storage amount(O2SUMmax−O2SUMmin). Alternatively, the A/F feedback gain may also bedetermined based on the maximum O2SUMmax and minimum O2SUMmin obtainedfrom the oxygen storage amount O2SUM or the maximum oxygen storageamount (O2SUMmax−O2SUMmin). Specifically, the A/F feedback gain can bevaried by changing a controlled variable in the A/F feedback control.

[0235] Next described is an embodiment in which the A/F controlapparatus is further provided with the catalyst deterioration detectingmeans. This catalyst deterioration detecting means detects thedeterioration of the exhaust purifying catalyst, based on the output ofthe downstream exhaust A/F detecting means when the controlled A/F iscontrolled so that the oxygen A/D amount becomes within a range ofinstantaneously occludable oxygen amount or instantaneously releasableoxygen amount in a nondeteriorated state of the exhaust purifyingcatalyst.

[0236] The exhaust purifying catalyst 19 can occlude or release oxygenwithin the range of maximum oxygen storage amount (O2SUMmax−O2SUMmin)because of its oxygen occlusion capability. However, the catalyst cannotinstantaneously release all the oxygen occluded or instantaneouslyocclude oxygen to the full occlusion capacity. There is also a limit tothe amount of oxygen that the exhaust purifying catalyst 19 caninstantaneously adsorb or desorb. Here we will define theinstantaneously occludable oxygen amount as an amount of oxygen that theexhaust purifying catalyst 19 can instantaneously occlude, and theinstantaneously releasable oxygen amount as an amount of oxygen that thecatalyst can instantaneously release.

[0237] This instantaneously occludable oxygen amount or instantaneouslyreleasable oxygen amount changes with progress in deterioration of theexhaust purifying catalyst 19. In the present embodiment, thedeterioration of the exhaust purifying catalyst 19 is detected by makinguse of this instantaneously occludable oxygen amount or instantaneouslyreleasable oxygen amount, and the deterioration of the exhaust purifyingcatalyst 19 is detected based on the output of the downstream A/F sensor26 when the controlled A/F is controlled so that the oxygen A/D amountO2AD is in the range of the instantaneously occludable oxygen amount orinstantaneously releasable oxygen amount in the nondeteriorated state ofthe exhaust purifying catalyst 19.

[0238]FIG. 24A shows the relation between instantaneously occludableoxygen amount Cmax and oxygen storage amount O2SUM. FIG. 24B shows therelation between instantaneously releasable oxygen amount Cmin andoxygen storage amount O2SUM. The axis of abscissas in the graph shown inFIG. 24A represents the difference between the oxygen storage amountO2SUM and its maximum O2SUMmax, which indicates the occlusion-sidemargin of the oxygen occlusion capability of the exhaust purifyingcatalyst 19. The axis of abscissas in the graph shown in FIG. 24Brepresents the difference between the oxygen storage amount O2SUM andits minimum O2SUMmin, which indicates the release-side margin of theoxygen occlusion capability of the exhaust purifying catalyst 19.

[0239] In FIG. 24A and FIG. 24B, curves indicated by respective solidlines represent the instantaneously occludable oxygen amount Cmax andthe instantaneously releasable oxygen amount Cmin in the normal state ofthe exhaust purifying catalyst 19. In FIG. 24A and FIG. 24B, curvesindicated by respective dashed lines represent the instantaneouslyoccludable oxygen amount Cmax and the instantaneously releasable oxygenamount Cmin in a state in which the exhaust purifying catalyst 19 isjudged as deteriorated.

[0240] As shown in FIG. 24A, the larger the margin of the current oxygenstorage amount O2SUM to the maximum O2SUMmax, the larger theinstantaneously occludable oxygen amount Cmax becomes. Likewise, asshown in FIG. 24B, the larger the margin of the current oxygen storageamount O2SUM to the minimum O2SUMmin, the smaller the instantaneouslyreleasable oxygen amount Cmin becomes (because the oxygen release sideis defined in the negative domain herein).

[0241] For example, supposing current (O2SUMmax−O2SUMmin) is Y1, thecontrolled A/F of the engine 1 is controlled to adjust the oxygen A/Damount O2AD toward C1 (also including the control of intake air flowassociated with the passing gas rate through the exhaust purifyingcatalyst 19). The A/F control at this time is lean control (which may beone causing instantaneous A/F variation so called the lean spike). Ifthe exhaust purifying catalyst 19 is normal, the exhaust purifyingcatalyst 19 must be able to occlude all oxygen in the lean exhaust gasresulting from this A/F control.

[0242] However, if the exhaust purifying catalyst 19 becomesdeteriorated, part of oxygen will not be occluded in the exhaustpurifying catalyst 19, so that the exhaust A/F downstream of the exhaustpurifying catalyst 19 will become lean and be so detected by thedownstream A/F sensor 26 . When the downstream A/F sensor 26 detects thelean A/F during execution of such lean control as to control the oxygenA/D amount O2AD to within the range of the instantaneously occludableoxygen amount Cmax in the normal state (or nondeteriorated state) of theexhaust purifying catalyst 19, the exhaust purifying catalyst 19 can bejudged as deteriorated.

[0243] Similarly, supposing current (O2SUMmax−O2SUMmin) is Y2, thecontrolled A/F of the engine 1 is controlled so as to control the oxygenA/D amount O2AD toward C2 (also including the control of intake air flowassociated with the passing gas rate through the exhaust purifyingcatalyst 19). The A/F control at this time is rich control (which may beone causing instantaneous A/F variation so called the rich spike). Ifthe exhaust purifying catalyst 19 is normal, the exhaust purifyingcatalyst 19 must be able to release a sufficient amount of oxygennecessary for the purification of the rich exhaust gas resulting fromthis A/F control.

[0244] However, if the exhaust purifying catalyst 19 becomesdeteriorated, the oxygen release amount from the exhaust purifyingcatalyst 19 will become insufficient and the exhaust A/F downstream ofthe exhaust purifying catalyst 19 will become rich and be so detected bythe downstream A/F sensor 26. When the downstream A/F sensor 26 detectsthe rich A/F during the execution of such rich control as to control theoxygen A/F amount O2AD to within the range of the instantaneouslyreleasable oxygen amount Cmin in the normal state (or nondeterioratedstate) of the exhaust purifying catalyst 19, the exhaust purifyingcatalyst 19 can be judged as deteriorated.

[0245] Whether the lean spike control or the rich spike control isdetermined here according to the oxygen storage amount O2SUM at thattime. Specifically, comparison is made between theinstantaneous-occlusion-side margin and the instantaneous-release-sidemargin of the exhaust purifying catalyst 19 and the A/F is controlledtoward the side with a greater margin. Namely, the lean spike control isemployed in the case of the margin larger on the instantaneous occlusionside and the margin smaller on the instantaneous release side, and therich spike control in the case of the margin smaller on theinstantaneous occlusion side and the margin larger on the instantaneousrelease side. FIG. 24A and FIG. 24B also illustrate an example of suchcases.

[0246] This permits more accurate and stabler deterioration detection,as also seen from the large difference between the normal-state curvesand the deteriorated-state curves in FIG. 24A and FIG. 24B. Since thedeterioration detection is one based on the instantaneously occluded orreleased oxygen amount, the A/F control for the deterioration detectionrequires only a short period, so as not to induce the degradation ofexhaust emission and the degradation of drivability. Although the mapsshown in FIGS. 24A, 24B are two-dimensional maps, three ormore-dimensional maps may also be employed by adding other parameterssuch as the catalyst temperature and others to them.

[0247] The present invention is not limited to each of the embodimentsdescribed above. For example, the oxygen storage amount estimating meansestimated the oxygen storage amount O2SUM from the history of oxygen A/Damount O2AD calculated from the A/F of engine 1 and the above-statedembodiments used the output of the upstream A/F sensor 25 as the A/F forthe calculation of oxygen A/D amount O2AD. It is, however, also possibleto use the controlled A/F of the engine 1 as the A/F for the calculationof oxygen A/D amount. As another example, it is also possible to use theA/F obtained from the aforementioned fuel behavior model or combustionmodel.

[0248] The present invention effectively utilizes the oxygen occlusioncapability of the exhaust purifying catalyst, thereby permittingimprovement in the performance of purifying, the exhaust gas andimprovement in the catalyst deterioration detecting performance usingthe oxygen occlusion capability.

[0249] From the invention thus described, it will be obvious that theembodiments of the invention may be varied in many ways. Such variationsare not to be regarded as a departure from the spirit and scope of theinvention, and all such modifications as would be obvious to one skilledin the art are intended for inclusion within the scope of the followingclaims.

What is claimed is:
 1. An air-fuel ratio control apparatus of aninternal combustion engine, comprising: oxygen storage amount estimatingmeans for estimating an oxygen storage amount of an exhaust purifyingcatalyst located on an exhaust path of the internal combustion engine,based on a history of an oxygen adsorption/desorption amount calculatedfrom an air-fuel ratio of said internal combustion engine; downstreamexhaust air-fuel ratio detecting means located downstream of saidexhaust purifying catalyst on said exhaust path, for detecting anexhaust air-fuel ratio downstream of said exhaust purifying catalyst;maximum oxygen storage amount estimating means for estimating a maximumoxygen storage amount, based on an oxygen storage amount estimateestimated when the exhaust air-fuel ratio detected by said downstreamexhaust air-fuel ratio detecting means is a predetermined air-fuelratio; air-fuel ratio target setting means for setting a target of acontrolled air-fuel ratio, based on the maximum oxygen storage amountestimate; and further comprising storage amount target setting means forsetting an oxygen storage amount target, based on the maximum oxygenstorage estimate estimated, wherein said storage amount target settingmeans applies forced oscillation to the oxygen storage amount target. 2.An air-fuel ratio control apparatus of an internal combustion engine,comprising: oxygen storage amount estimating means for estimating anoxygen storage amount of an exhaust purifying catalyst located on anexhaust path of the internal combustion engine, based on a history of anoxygen adsorption/desorption amount calculated from an air-fuel ratio ofsaid internal combustion engine; downstream exhaust air-fuel ratiodetecting means located downstream of said exhaust purifying catalyst onsaid exhaust path, for detecting an exhaust air-fuel ratio downstream ofsaid exhaust purifying catalyst; maximum oxygen storage amountestimating means for estimating a maximum oxygen storage amount, basedon an oxygen storage amount estimate estimated when the exhaust air-fuelratio detected by said downstream exhaust air-fuel ratio detecting meansis a predetermined air-fuel ratio; air-fuel ratio target setting meansfor setting a target of a controlled air-fuel ratio, based on themaximum oxygen storage amount estimate; and wherein said air-fuel ratiotarget setting means sets the target so as to gradually increase theamplitude of the controlled air-fuel ratio.
 3. An air-fuel ratio controlapparatus of an internal combustion engine, comprising: oxygen storageamount estimating means for estimating an oxygen storage amount of anexhaust purifying catalyst located on an exhaust path of the internalcombustion engine, based on a history of an oxygen adsorption/desorptionamount calculated from an air-fuel ratio of said internal combustionengine; downstream exhaust air-fuel ratio detecting means locateddownstream of said exhaust purifying catalyst on said exhaust path, fordetecting an exhaust air-fuel ratio downstream of said exhaust purifyingcatalyst; maximum oxygen storage amount estimating means for estimatinga maximum oxygen storage amount, based on an oxygen storage amountestimate estimated when the exhaust air-fuel ratio detected by saiddownstream exhaust air-fuel ratio detecting means is a predeterminedair-fuel ratio; air-fuel ratio target stetting means for setting atarget of a controlled air-fuel ratio, based on the maximum oxygenstorage amount estimate; and wherein said air-fuel ratio target settingmeans sets the target so as to gradually prolong the cycle of thecontrolled air-fuel ratio.
 4. An air-fuel ratio control apparatus of aninternal combustion engine, comprising: oxygen storage amount estimatingmeans for estimating an oxygen storage amount of an exhaust purifyingcatalyst located on an exhaust path of the internal combustion engine,based on a history of an oxygen adsorption/desorption amount calculatedfrom an air-fuel ratio of said internal combustion engine; downstreamexhaust air-fuel ratio detecting means located downstream of saidexhaust purifying catalyst on said exhaust path, for detecting anexhaust air-fuel ratio downstream of said exhaust purifying catalyst;maximum oxygen storage amount estimating means for estimating a maximumoxygen storage amount, based on an oxygen storage amount estimateestimated when the exhaust air-fuel ratio detected by said downstreamexhaust air-fuel ratio detecting means is a predetermined air-fuelratio; air-fuel ratio target setting means for setting a target of acontrolled air-fuel ratio, based on the maximum oxygen storage amountestimate; and further comprising storage amount target setting means forsetting an oxygen storage amount target, wherein said storage amounttarget setting means sets a plurality of targets between a minimum and amaximum of the oxygen storage amount and sets a control target byswitching among the targets.
 5. An air-fuel ratio control apparatus ofan internal combustion engine, comprising: oxygen storage amountestimating means for estimating an oxygen storage amount of an exhaustpurifying catalyst located on an exhaust path of the internal combustionengine, based on a history of an oxygen adsorption/desorption amountcalculated from an air-fuel ratio of said internal combustion engine;downstream exhaust air-fuel ratio detecting means located downstream ofsaid exhaust purifying catalyst on said exhaust path, for detecting anexhaust air-fuel ratio downstream of said exhaust purifying catalyst;maximum oxygen storage amount estimating means for estimating a maximumoxygen storage amount, based on an oxygen storage amount estimateestimated when the exhaust air-fuel ratio detected by said downstreamexhaust air-fuel ratio detecting means is a predetermined air-fuelratio; air-fuel ratio target setting means for setting a target of acontrolled air-fuel ratio, based on the maximum oxygen storage amountestimate; and wherein said air-fuel ratio target setting means sets thetarget of the controlled air-fuel ratio in a lean region immediatelyafter cold starting or during low-load operation of said internalcombustion engine.
 6. An air-fuel ratio control apparatus of an internalcombustion engine, comprising: oxygen storage amount estimating meansfor estimating an oxygen storage amount of an exhaust purifying catalystlocated on an exhaust path of the internal combustion engine, based on ahistory of an oxygen adsorption/desorption amount calculated from anair-fuel ratio of said internal combustion engine; downstream exhaustair-fuel ratio detecting means located downstream of said exhaustpurifying catalyst on said exhaust path, for detecting an exhaustair-fuel ratio downstream of said exhaust purifying catalyst; maximumoxygen storage amount estimating means for estimating a maximum oxygenstorage amount, based on an oxygen storage amount estimate estimatedwhen the exhaust air-fuel ratio detected by said downstream exhaustair-fuel ratio detecting means is a predetermined air-fuel ratio;air-fuel ratio target setting means for setting a target of a controlledair-fuel ratio, based on the maximum oxygen storage amount estimate; andwherein said air-fuel ratio target setting means sets the target of thecontrolled air-fuel ratio in a rich region during high-load operation ofsaid internal combustion engine.
 7. An air-fuel ratio control apparatusof an internal combustion engine, comprising: oxygen storage amountestimating means for estimating an oxygen storage amount of an exhaustpurifying catalyst located on an exhaust path of the internal combustionengine, based on a history of an oxygen adsorption/desorption amountcalculated from an air-fuel ratio of said internal combustion engine;downstream exhaust air-fuel ratio detecting means located downstream ofsaid exhaust purifying catalyst on said exhaust path, for detecting anexhaust air-fuel ratio downstream of said exhaust purifying catalyst;maximum oxygen storage amount estimating means for estimating a maximumoxygen storage amount, based on an oxygen storage amount estimateestimated when the exhaust air-fuel ratio detected by said downstreamexhaust air-fuel ratio detecting means is a predetermined air-fuelratio; air-fuel ratio target setting means for setting a target of acontrolled air-fuel ratio, based on the maximum oxygen storage amountestimate; and wherein said air-fuel ratio target setting means sets anoperation period of setting the target of the controlled air-fuel ratioin a rich region, before execution of cutting fuel into said internalcombustion engine or before a stop of said internal combustion engine.8. An air-fuel ratio control apparatus of an internal combustion engine,comprising: oxygen storage amount estimating means for estimating anoxygen storage amount of an exhaust purifying catalyst located on anexhaust path of the internal combustion engine, based on a history of anoxygen adsorption/desorption amount calculated from an air-fuel ratio ofsaid internal combustion engine; downstream exhaust air-fuel ratiodetecting means located downstream of said exhaust purifying catalyst onsaid exhaust path, for detecting an exhaust air-fuel ratio downstream ofsaid exhaust purifying catalyst; maximum oxygen storage amountestimating means for estimating a maximum oxygen storage amount, basedon an oxygen storage amount estimate estimated when the exhaust air-fuelratio detected by said downstream exhaust air-fuel ratio detecting meansis a predetermined air-fuel ratio; air-fuel ratio target setting meansfor setting a target of a controlled air-fuel ratio, based on themaximum oxygen storage amount estimate; and wherein said air-fuel ratiotarget setting means sets a gain of air-fuel ratio feedback control,based on the oxygen storage amount estimated by said oxygen storageamount estimating means or based on the maximum oxygen storage amountestimated by said maximum oxygen storage amount estimating means.